Final Report Final Report Vvolumeolume Iiiii Volume Iii Pre-Femasteraibility Plan Stu Dofy Osub-Programsf Priority Project Pre-Feaibility Study of Priority Project

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MINISTRY OF LOCAL GOVERNMENT AND HOUSING (MLGH) LUSAKAMINISTRY CITY OF LOCALCOUNCIL GOVERNMENT (LCC) AND HOUSING (MLGH) LUSAKA CITY COUNCIL (LCC) JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) JAPAN INTERNATIONAL COOPERATION AGENCY (JICA)

THE STUDY ON COMPREHENSIVE URBAN DEVELOPMENT PLAN THE STUDY ON COMPREHENSIVEFOR URBAN DEVELOPMENT PLAN THE CITYFOR OF LUSAKA THE CITY OFIN LUSAKA THE REPUBLICIN OF ZAMBIA THE REPUBLIC OF ZAMBIA

FINAL REPORT FINAL REPORT VVOLUMEOLUME IIIII VOLUME III PRE-FEMASTERAIBILITY PLAN STU DOFY OSUB-PROGRAMSF PRIORITY PROJECT PRE-FEAIBILITY STUDY OF PRIORITY PROJECT

MARCH 2009 MARCH 2009

JAPAN INTERNATIONAL COOPERATION AGENCY JAPAN INTERNATIONAL COOPERATION AGENCY KRI INTERNATIONAL CORP. KRINIPPON INTERNATIONAL KOEI CO., LTD.CORP. JAPAN ENGINEERINGNIPPON KOEI CONSULTANTS CO., LTD. CO., LTD. JAPAN ENGINEERING CONSULTANTS CO., LTD.

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

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

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

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 ii

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

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 iii

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

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

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

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

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

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 vi

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

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

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

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

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

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

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

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

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

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 xii

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

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

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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 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

1-1 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 approximately half of them chose “Bad” in answer to the question.

Source: JICA Study Team Worked 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.

1-2 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

Great North Road

d a o

R t r

po r i A

Great East Road

2 1 Cha Cha Cha Road 2 Lumumba Road Mumbwa Road 3 Independence Ave. 1 4 Los Angeles Blvd. 3 4

L e o p a rd ’s Hi ll Ro a d

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

1-3 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 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.

1-4 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 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

1-5 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 Table 1.1.2 Saturation Degree at Major Intersections No Present AM PM

7 1 0.69 0.58 2 0.84 0.74 3 3 0.33 0.40

8 4 0.83 0.95

1 5 0.39 0.33

9 10 4 6 0.61 0.46 2 7 0.32 0.37 6 8 0.85 1.26 5 9 0.77 0.71 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.

1-6 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 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 ・ Inadequate traffic signs and road markings Management ・ 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

1-7 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 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. G

r eat

r t h t Road Eas R Great o

d Lu mu mb a R oa d Millennium Bus Station Lumumba Bus Statıon

Church Road

ad C Ro a wa i b r Mum o R Intercity Bus Station

oa d enue e Av denc epen Lusaka City Market Ind

d oa Kulima Tower Bus Station R es el ng A s d o a L o R e fu a K Source: JICA Study Team 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

1-8 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 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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11.Introduction of bus priority or exclusive lane 10.Introduction of modern transit system

9.Expansion of road network

8.Reduction in bus fares

7.Upgrading of unpaved roads

6.Revitalization of the train service along the original route

5.Introduction of high-capacity buses

4.Extension of service hours

3.Increase in the number of buses

2.Construction of bus terminals besides the city center area 1.Capacity expansion of the present bus terminals

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

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.

1-10 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

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)

1-11 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 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) Guideline on Approved AWP Consolidated AWP budget NRFA ceilings MLGH (Prioritize projects)

Approved AWP AWPs Payment certificate Local Road Authorities (Prepare plans)

Tender, Contracts, Supervise Pay Contractors

Source: JICA Study Team Figure 1.1.6 Flow of Annual Work Plan (AWP)

1-12 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 (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 FundNRFA 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/day Name of District 2015 2020 2030 Lusaka 2,228,478 2,662,619 4,123,621 Chongwe 45,326 73,588 212,614 Chibombo 30,554 52,371 148,234 Kafue 56,262 94,204 289,584 Total 2,360,620 2,882,782 4,774,053 Source: JICA Study Team

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57 58 37 38 59 55 61 56 36

54 41 40 39 23

53 35 24 42 34 25 26 15 13 14 27 12 16 8 33 11 5 17 7 60 52 2 18 1 28 3 6 32 4 19 51 9 10 20 21 29 31 22 Legend 50 44 43 2015 30 45 2020

2030 49 46 Study Area Boundary 48 47 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.

1-14 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 2007 2015

2020 2030

Source: JICA Study Team 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

1-15 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 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:

1-16 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 Table 1.3.1 Challenges and Objectives of the Transport Sub-program Challenges Objectives 11 Provide the entire city with adequate passenger transport services Equal accessibility 12 Improve bus services for all citizens 13 Provide access road for vehicles in all communities 14 Develop road network for quick access within the city 21 Reduce traffic accidents Safe and pleasant 22 Improve the security on roads and streets transport system 23 Manage and control traffic flow under good condition 24 Provide safe and comfortable pedestrian routes 31 Provide access to new industrial zones Sustainable 32 Provide the north-south corridor for intercity transport Economic 33 Provide the competitive freight transport system Development 34 Provide the competitive air transport services 41 Connect the new urban area with good transport system Sound and managed 42 Provide sufficient transport system to meet the demand urban growth 43 Formulate good urban structure by hierarchical road network 44 Provide transport terminal for smooth transfer 51 Improve deteriorated roads and streets Enriched quality of 52 Relief traffic congestion life 53 Promote non-motorized transport 54 Reduce vehicle emission Source: JICA Study Team

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.

1-17 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

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

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

Provide access & bypass for Formulate the basic road network Formulate the road network Expand the road rapid growth areas for the sound urban growth for the new urban center network

Improve main roads to ensure Improve minor roads and streets in accessibility for all citizens compounds

Minor improvement of Improve road facilities for traffic Expand capacity of intersections and intersections to relief congestion safety and security roads

Expand bus routes, construct bus stops, and Provide scheduled bus service, reorganize High quality service encourage private operators under adequate control bus network for better service for modal shift

Ensure the sustainable Enhance equal Satisfy increasing traffic Establish adequate road urban growth with strong accessibility and demand and ensure system with high mobility and stable economy promote public traffic safety and and accessibility transport security

Source: JICA Study Team 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.

1-18 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 Table 1.4.1 Functions of Roads by Class Classification Function Arterial roads have higher design standards than other roads, often with Arterial Roads 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 Major arterial roads essentially configure an urban framework and Arterial 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. Minor The minor arterial roads serve the major centers of activity of a Arterial 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 Collector are designed for travel at lower speeds and for shorter distances. Roads Collectors are typically two-lane roads. Major The major collector roads generally connect between arterial roads and Collectors residential, commercial and industrial areas. Minor The minor collector roads provide traffic circulation within residential Collector 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. Source: JICA Study Team 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 Road Category Road Design Speed Intersection Interval Traffic Functions Major Division Minor Division Classification (km/h)

Motor Way I 80 or more 1km or more

Arterial Major IA 60 - 80 0.5km or more High Long Arterial Long → → → Minor IB 60 - 80 No limit Collector

Major IC 40 - 60 No limit Mobility Continuity Continuity Trip Length Length Trip Design Speed Speed Design ←

Collector ← ← Access

Minor II(ID) 40 - 60 No limit one N Low Short Short Few ← Cross Street → Many Access - III 40 or less No limit Access Source: JICA Study Team

Table 1.4.3 General Rule for a Road Connection Areterial Collector Road Category Access Motor Way Major Minor Major Minor Motor Way Acceptable Acceptable Acceptable Unacceptable Unacceptable Unacceptable Arterial Major Acceptable Acceptable Acceptable Unacceptable Unacceptable Minor Acceptable Acceptable Acceptable Unacceptable Major Acceptable Acceptable Acceptable Collector Minor Acceptable Acceptable Access Acceptable Source: JICA Study Team 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.

1-19 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 (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 Cross-Section Elements (m) Road No. of Lane Marginal Classification Carriage way Shoulder Median Strip Service Road Buffer Zone Strip 5.0:min I 4 or more 3.75 3.00 0.20 3.00 3.50 (Residential Area) IA 4 or more 3.50 1.50 0.25 1.50(min) 3.00 - (0.25) (0.5:min) IB 2 or more 3.50 1.50 -- If required If required (0.25) (0.5:min) IC 2 or more 3.25 1.00 -- If required If required II(ID) 2 3.00 0.50 - - - -

III 1 5.50 (min) 1.00 - - - - Source: JICA Study Team

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.

1-20 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 Great North Rd

Chibombo Satellite Town Chongwe Satellite Town

N Chongwe MFEZ

Future Airport Area

M O P Lusaka International Airport Middle Ring Rd D C-2 B Great East Rd

L C-2 G T

L P U Q V Mumbwa Rd F K H Q A C-1 Lusaka East Outer Ring Rd Forest Reserve Inner Ring Rd U E I City border K R Kafue Rd Q

Chirundu Zimbabwe

R J South MFEZ S Major Arterial Road

Minor Arterial Lilayi Game Lusaka Park Road Reserve Chilanga Satellite Town Major Collector Road

Satellite Town 05 km Road Trans-Caprivi Corridor (A-N) Kafue Beira Corridor (Zi-Mo) Mozambique Source: JICA Study Team Figure 1.4.1 Road Network Plan in 2030

Table 1.4.5 Arterial and Collector Roads in 2030 Type Road Name Function Three Ring Outer Ring Road Outer Ring Road, a completely new ring road, is the Roads A urban growth boundary between Urban 85.7 km Development Promotion Area and Urban Growth Arterial Motorway Control Area. New industrial zones and satellite towns are connected by Outer Ring Road. Middle Ring Road Middle Ring Road surrounds the existing built-up B area and sprawl areas, and the radius of Middle Ring 50.5 km Road averages about 7 km from the new CBD. The Minor Arterial 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. Inner Ring Road Inner Ring Road consists of the CBD Ring (C-1: C 24.7 km) and Sub-CBD Ring (C-2: 20.1 km) 37.0 km classified into Major Arterial and Minor Arterial, Major 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,

1-21 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 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. Twelve Radial Great East Road Great East Road is the only trunk road (T004) that Roads D runs from Lusaka to the east and lies within the 17.3km (excluding an overlap “Nacala Corridor”. Therefore, this road should be section with Inner Ring Road) safe and should provide a high level of mobility. Major Arterial Kafue Road Kafue Road is the only trunk road (T001) that runs E from Lusaka to the south and lies within the 18.8km “North-South Development Corridor”. This road Major Arterial should likewise be safe and should also provide a high level of mobility. Mumbwa Road Mumbwa Road is classified as main road (M009). F However, this road has an important function in the 7.5km local, national and regional transportation because it Major Arterial is the only road that is connected to the west side such as Mongu. Lumumba Road and Great Lumumba Road, with connections to Kafue Road North Road and Great North Road, has a bypass function in G Cairo Road for the movement of heavy vehicles 17.3km from the city center. Great North Road is classified Major Arterial as a trunk road (T002) and, together with Kafue Road, lies within the “North-South Development Corridor”. Twin Palms Road Twin Palms Road provides an access between the H new CBD and Meanwood Avondale Housing 13.8km Development. This road connects to the Outer Minor Arterial Ring Road. Leopard Hill Road Leopard Hill Road provides an access between the I city center and MFEZ. This road can effectively 11.9km connect to MFEZ at an early stage. Minor Arterial Chilanga Satellite Town Access This road provides an access between the new CBD Road (East Side) and Chilanga Satellite Town. J 14.2km Minor Arterial Los Angeles Road Los Angeles Road is a crowded road due to the bus K station, the city market and some compounds along 7.0km the road. It will function as an arterial road in this Minor Arterial area. Mungwi Road Mungwi Road is an arterial road in the existing L industrial area. After connecting to the Outer Ring 11.7km Road, this road’s contribution will be in easing an Minor Arterial inflow of heavy vehicles to the urban area. Chunga Access Road This provides an access between Middle Ring Road M and Chunga area. 13.3km Minor Arterial Chibombo Satellite Town This road named Chibombo Satellite Town Access Access Road Road by the study team provides an access between N the new CBD and this satellite town. This road will 15.3km alleviate traffic congestion along Great North Road. Minor Arterial Chongwe Satellite Town Access This road named Chongwe Satellite Town Access Road Road by the study team provides an access between O the new CBD and this satellite town. 18.6km Minor Arterial

1-22 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 Other Major Airport Road Airport Road is the only road that connects the Roads P Lusaka International Airport to the city center. This 12.1km road will function as arterial road from the CBD to Minor Arterial the national airport in the near future.

MFEZ Access Road This road provides an access between the new CBD Q and MFEZ. This road consists of the existing 7.0km Musi-Oa-Tunya Road and its new extension. Minor Arterial Kafue Road Bypass The traffic volume in Kafue Road will increase with R economic growth for some time in the future. 10.4km Therefore, Kafue Bypass, connecting Kafue Road Minor Arterial and the new CBD, is proposed by the study team. Chilanga Satellite Town Access This road provides an access between the west side Road (West Side) in Chilanga and Kafue Road to promote the new S urban development. 14.2km Minor Arterial Cairo Road and Great North This road is the north-south road in Lusaka. Road T Minor Arterial Center Road in CBD This road, which connects the new CBD and the old U CBD, will be the most important arterial road with 6.9km four lanes in the CBD. This road is configured in Minor Arterial 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. Addis Ababa Drive and This road forms a half loop connecting Church Manchinchi Road Road, Great East Road, and Mkishi Road. V 4.6 km Minor Arterial Source: JICA Study Team

(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.

1-23 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

Great North Rd

Chibombo Satellite Town Chongwe Satellite Town

Chongwe MFEZ

Future Airport Area

Lusaka International Airport Middle Ring Rd

Great East Rd

Mumbwa Rd

Lusaka East Outer Ring Rd Forest Reserve Inner Ring Rd City border

Kafue Rd

Chirundu Zimbabwe

South MFEZ Major Arterial Road Minor Arterial Road Lilayi Game Lusaka Park Major Collector Reserve Road Chilanga Satellite Town Satellite Town Road Urbanized Area (2008) Existing Road (part of Arterial Trans-Caprivi Corridor (A-N) Urbanized Area (-2015) & Collector) Kafue Beira Corridor (Zi-Mo) Substitute Mozambique Road Source: JICA Study Team 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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Great North Rd

Chibombo Satellite Town Chongwe Satellite Town

Chongwe MFEZ

Future Airport Area

Lusaka International Airport Middle Ring Rd

Great East Rd

Mumbwa Rd

Lusaka East Outer Ring Rd Forest Reserve Inner Ring Rd City border

Kafue Rd

Chirundu Zimbabwe

South MFEZ Major Arterial Road Minor Arterial Road Lilayi Game Lusaka Park Major Collector Reserve Road Chilanga Satellite Town Satellite Town Road Urbanized Area (2008) Existing Road (part of Arterial Trans-Caprivi Corridor (A-N) Urbanized Area (-2015) & Collector) Kafue Beira Corridor (Zi-Mo) Urbanized Area (-2020) Substitute Mozambique Road Source: JICA Study Team 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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Source: JICA Study Team 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.

1-26 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 Table 1.4.6 Introduction of Medium- and Large-Sized Bus Medium bus (24), Minibus (12), Existing Bus Coaster, etc. Hiace, etc.

Future Trunk Bus Route CBD Shuttle Feeder line Type Large Medium Minibus Capacity -60 25-40 16- Source: JICA Study Team 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.

Ordinary Bus Bus Stops Service

CBD Te r mi nal Te r mi nal

Bus Bus Park & Bus Luxury Express Express Bus Ride Service Bus Service Passenger Car Shift from passenger car to New Comfortable Bus Service Development Housing Area Area

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

1-27 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 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 Private bus companies compete in bus service - 2015 quality licensing on market on designated routes under quality designated routes licensing. The bus route will be reorganized. 2nd Mixture of scheduled bus Scheduled bus services will be provided along 2016 - on fixed routes and free the major routes by way of concession, which 2020 operation under license gives exclusive right to an operator for the on other routes service. Present buses will be operated along other routes under the licensing scheme. 3rd Trunk and feeder system Priority or exclusive use of a lane for the 2020 - scheduled buses will be introduced as the trunk 2030 route for faster movement of buses. Source: Proposal by the JICA Study Team (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.

Source: Proposal by the JICA Study Team

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.

1-28 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 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.

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Lusaka North MFEZ

Future Expansion Area

Existing Lusaka International Airport

d a o R t r Great East Road o p ir A

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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Table 1.5.1 Program and Project List with Corresponding Challenges and Objectives Program group Program sub-group Program & Project Challenge 1 Challenge 2 Challenge 3 Challenge 4 Challenge 5 11 12 13 14 21 22 23 24 31 32 33 34 41 42 43 44 51 52 53 54 Outer Ring Road RD01 Outer Ring MFEZ Access RD02 Outer Ring West Bypass RD03 Outer Ring Norh North Bypass Middle Ring Road RD04 Middle Ring South-East RD05 Middle Ring West RD06 Middle Ring North Inner Ring Road RD07 City Bypass RD08 Town Bypass RD09 New City Center Corridor RD10 Western bypass Radial Road RD11 Widening of Great East Road RD12 Widening of Great North Road RD13 Widening of Kafue Road RD14 Widening and improvement of Mumbwa Road RD15 Widening of Leopard Hill Road RD16 Improvement of Twin Palm Road RD17 Improvement of Los Angeles Road RD18 Improvement of Mungwi Road Road RD19 Widening and Extension of Airport Road development RD20 Improvement of South Gate Road RD21 Construction of Kafue Bypass RD22 Construction of Chilanga Satellite Town Access Road RD23 Construction of Chibombo Satellite Town Access Road RD24 Construction of Chongwe Satellite Town Access Road RD25 Construction of MFEZ Access Road RD26 Construction of Chunga Access Road RD27 Construction and Upgrading of Radial Collector Road Collector Road and RD28 Construction and Upgrading of Internal Collector Road Missing Link RD29 Missing Link Construction RD30 Construction of new Main Roads in Chilanga Satellite Main Roads RD31 Construction of new Main Roads in Chibombo Satellite Development in New RD32 Construction of new Main Roads in Chongwe Satellite Centers RD33 Construction of new Main Roads in New CBD Local Roads in RD34 Rehabilitation of streets in planned settlements Residential Area RD35 Rehabilitation of streets in unplanned settlements Maintenance RD36 Maintenance program for arterial and collector roads Institution RD37 Capacity development of Lusaka City RD38 Development of Road Inventory Database direct contribution indirect contribution

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Program group Program sub-group Program & Project Challenge 1 Challenge 2 Challenge 3 Challenge 4 Challenge 5 11 12 13 14 21 22 23 24 31 32 33 34 41 42 43 44 51 52 53 54 Bus stations PT01 Construction of new bus terminals PT02 Improvement of the existing bus terminals PT03 Construction & improvement of bus stops Public transport Bus service PT04 Reorganization of bus routes development PT05 Introduction of scheduled bus PT06 Institutional reform of bus operation PT07 Introduction of trunk and feeder system Railway PT08 Revitalization of Commuter Railway PT09 Expansion of Commuter Railway City Center TM01 Comprehensive Congestion Relief Program in CBD TM02 Construction of overpass (Cairo Rd. - Railway Station) Traffic TM03 Improvement of car parking system Management Capacity Expansion TM04 Improvement of Intersections TM05 Instroduction of central control system TM06 Development of low maintenance intersection system Traffic Safety NM01 Development of safe traffic environment Traffic safety & Non-Motorized NM02 Improvement of safe pedestrian network NMT Transport NM03 Development of bicycle network Railway FT01 Construction of railway depot in the new industrial area FT02 Expansion of railway to the new industrial area Freight FT03 Rehabilitation of railway transport FT04 Improvement of operation and management of railway Truck FT05 Construction of truck terminal AT01 Construction of international terminal AT02 Construction of air cargo terminal Airport Lusaka International AT03 Construction of domestic termainal development Airport AT04 Expansion of apron AT05 Modernization of the existing terminal direct contribution indirect contribution Source: JICA Study Team

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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, Cost, Target km Million USD RD01 Outer Ring Kafue Road – MFEZ (2-lane) C 13.2 16.4 2015 MFEZ Access MFEZ – Airport Road (2-lane) C 24.3 49.0 2020 Kafue – Airport Road (4-lane) W 37.5 64.4 2030 RD02 Outer Ring West Kafue Road – Great North Road (2-lane) C 30.6 53.4 2020 Bypass Kafue Road – Great North Road (4-lane) W 30.6 52.5 2030 RD03 Outer Ring Great North Road – Airport Road (4-lane) C 17.2 51.2 2030 North Bypass RD04 Middle Ring Twin Palms Road – Musi Oa Tuya Extension C 5.1 4.2 2015 South – East Musi Oa Tuya Extension – Kafue Road Bypass C 10.3 8.9 2020 Great East Road – Twin Palms Road Kafue Road Bypass – Kafue Road C 3.1 2.5 2030 RD05 Middle Ring Los Angeles Road – Mungwi Road C 7.3 5.8 2020 West Kafue Road – Los Angeles Road C 3.8 10.8 2030 Mungwi Road – Great North Road RD06 Middle Ring Great East Road – Great North Road C 11.5 10.9 2020 North RD07 Inner Ring Kasama Road – Kafue Area (2-lane) C 5.2 10.3 2015 City Bypass Completion of 4-lane W 5.1 9.8 2030 RD08 Inner Ring Kafue Road – Chibolya Area (2-lane) C 0.2 0.3 2015 Town Bypass Kafue Road – Chibolya Area (4-lane) C and W 2.7 6.1 2030 Chibolya – Power Station (4-lane) Power Station – Kalambo Road (4-lane) RD09 Inner Ring Kamloops Road – Chila Road: Missing Link C 2.6 5.2 2020 New CBD Chila Road – Brentwood Drive: Missing Link Corridor Burma Road – Chilmbulu Road: Kasuba Street (These sections are transitional 2-lane) Completion of 4-lane W 7.9 19.8 2030 RD10 Inner Ring Chibolya Area – Chunga Area (Dumping Site) C and I 12.7 9.9 2015 Western Bypass Chunga Area (Dumping Site) – Great North C 2.0 1.7 2020 Road 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

1-33 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 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, Cost, Target km USD million RD11 Widening of Great To the east of Airport Road W 10.8 19.7 2020 East Road RD12 Widening of Great Lumumba Road – Ngwere Road (4-lane) W 6.3 11.5 2015 North Road Ngwere Road – Chibombo Satellite W 6.0 10.9 2020 RD13 Widening of Kafue Makeni Road – South Gate Park Road W 3.9 9.6 2015 Road RD14 Widening of Lumumba Road – Middle Ring Road (4-lane) W 2.4 10.8 2015 Mumbwa Road Middle Ring Road – Outer Ring Road (4-lane) W 6.0 4.6 2020 RD15 Widening of Lake Road – South MFEZ: Leopard Hill Road I 9.3 8.1 2015 Leopard Hill Rd. and Chifwema Road RD16 Improvement of Lake Road – Mwansa Kapwepwe Road C and I 11.4 11.6 2015 Twin Palm Road Mwansa Kapwepwe Road – Great North Road I 10.0 8.1 2030 RD17 Improvement of Lumumba Road – End of City Market I 1.6 2.0 2015 Los Angeles Road End of City Market – Outer Ring Road I 4.8 3.2 2020 RD18 Improvement of Middle Ring Road – Outer Ring Road I 4.8 3.5 2020 Mumgwi Road Missing Link and Intersection C and I 0.4 0.5 2030 RD19 Airport Road Airport – Chongwe Industrial Area C 6.4 4.9 2015 Great East Road – Airport W 5.6 6.3 2030 RD20 Improvement of Kafue Road – Chilanga Satellite Town I 4.0 2.7 2020 South Gate Road RD21 Construction of Kafue Road – CBD Ring (4-lane) C 9.5 11.4 2020 Kafue Bypass RD22 Chilanga Satellite Kafue Road Bypass – Kafue Road C and I 14.7 12.1 2030 Town Access RD23 Chibombo Satellite Manchichi Road – Chibombo Satellite C and I 14.4 11.6 2030 Town Access Road RD24 Chongwe Satellite Munari Road – Meanwood Kawanwena C and I 12.0 9.9 2015 Town Access Road Housing – Chongwe MFEZ RD25 MFEZ Access Road Inner Ring Extension, Musi Oa Tuya Road C and I 15.4 12.2 2015 Extension, LS MFEZ south road (2-lane) 4-lane W 10.4 16.2 2030 RD26 Chungwa Access Sub-CBD Ring – Outer Ring Road C 2.3 1.9 2030 Road Note: C=Construction, W=Widening, I=Improvement Source: JICA Study Team

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Great North Road

O RD03 ute RD23 r R in g N RD12 ort h B RD02 yp as RD26 RD19 RD05 RD06 s RD24 Mid st dl RD03 e e Rin W g Great East Road No RD11 g rt n h i R RD06 e l d s RD01 d RD18 i

as M p RD10

RD09

es RD14 W RD08 RD04 RD16 g

e RD17

u RD07

t RD05 -Eas outh RD13 RD15 ng S RD21 le Ri Midd RD04 Outer Ring MFEZ Access RD25 RD02 RD20 RD22

RD01

Kafue Road

Location Map of Ring Roads 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 Cost, Map Length, Code Name* Section Type USD Target No km million Great North Road – Chongwe 1 District Road I 11.1 8.8 2015 Satellite Town 2 Zambezi Road Kaleya Road – Ngwere Road C 5.1 2.4 2030 Chipata Road – Chibombo Satellite 3 Chipata - Chibombo Road C 7.7 3.6 2030 Town Middle Ring Road – Chiboliya 4 Chibombo Industrial Road C 7.1 3.4 2030 Industrial Zone RD27 Chitimukulu Rd., Baobab Great North Road – Outer Ring 5 I and C 7.1 3.0 2030 Ave. Road 6 Mwembesi Road Lumumba Road – Outer Ring Road I and C 5.7 2.6 2030 7 Lilayi Road Chifundo Road – Kafue Road I 14.6 6.7 2015 8 New Kasama Road Woodlands – Leopard Hill Road C 6.4 3.0 2020 New CBD – S. M. Kapwepew 9 New CBD - Chainda Road I 4.9 2.8 2020 Road 10 Chifundo Road Chawama – Inner Ring Road I and C 2.4 1.1 2015 11 Chawama Bypass Inner Ring Road – Kafue Road C 6.5 3.1 2020 Los Angeles Rd. – Leopard Hill 12 Makeni - New Kasama Rd. C 18.9 9.1 2030 Rd. S. M. Kapwepew Rd.–Twin RD28 13 Chainda - Twin Palm Road C 3.9 1.8 2020 Palm 14 Mulungusi Road Munali Road – Great North Road I and C 8.2 3.8 2030 Great North Road – Chongwe 15 Ngwere Road I 19.4 9.0 2030 Satellite Town 16 Chilanga Outer Road South Gate Road – Kafue Road C 12.2 9.3 2030 *: Names are tentative. Source: JICA Study Team

1-35 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 (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 Cost, Map Length, Code Project Section Type USD Target No km million Kalingalinga – Mutendere Nangwenya Road – Mutendere C 2.8 2.5 2015 1 Road Road Kasangula Road Missing Kafubu Road – Nanzila Road C 0.4 1.3 2030 2 Section Kalambo Road Extension Lumumba Road – Mumbwa I 0.6 0.3 2015 3 RD29 Road Bebbela Road Extension Lumumba Road – Los Angeles I and 1.0 0.4 2015 4 Road C 5 Kabulonga Missing Link Kudu Road – Ibex Road C 0.3 0.3 2020 6 Kawama Road Extension Nalikwanda Road – Lake Road C 0.2 0.3 2030 7 Industrial Area Road Mungwi Road – Mumbwa Road I 2.6 2.0 2015 Source: JICA Study Team

15 4

3 2 1 5 14 2

6 9 1 3 7 13 5 4 10 6 8 11 7 12

Location Map of Collector Roads 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.

1-36 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 Table 1.5.6 Project List of Local Road Development Length, Cost, Code Project Target * km USD million 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 Cost, Period Code Project Components Length, km USD million RD36 Road Maintenance 577 Æ 632 8.6 2009-2015 632 Æ 749 7.1 2015-2020 749 Æ 864 16.5 2020-2030 Road Rehabilitation (Earth Æ Gravel) 89 1.5 2009-2015 110 1.9 2015-2020 623 10.7 2020-2030 RD37 Road Inventory Database - 0.6 - Source: JICA Study Team (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 38.4 Middle Ring Road 4.2 25.6 13.3 43.1 5.8 Inner Ring Road 20.5 6.8 35.8 63.1 8.5 Radial Road 70.7 56.0 66.6 193.3 25.9 Collector Road 16.6 10.7 46.2 73.5 9.8 Missing Link 5.2 0.3 1.6 7.1 1.0 Road Network in New Centers 0.0 0.0 32.6 32.6 4.4 Road Maintenance 10.7 9.0 27.2 46.9 6.3 Total 144.3 210.8 391.4 746.5 100.0 Cost 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.

1-37 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 (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.

Source: Proposal by the JICA Study Team 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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Source: Proposal by the JICA Study Team 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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Sign for Sign for For Fixed Service Operation Bus Priority Bus Lane Lane marking for For School Bus, Commuter Bus Priority Bus Lane From 6:30hrs to 8:30hrs (Except Sunday and Holiday) Priority Bus Lane from here 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.

24.000

Ordinary 3.000 3.500 3.500 2.000 3.500 3.500 3.000 situation 0.500 0.500 0.500 0.500

Sign for Priority Bus Lane

Priority Bus 24.000 Priority Bus Lane Lane 6:30 – 8:30 6:30 – 8:30 At limited 3.000 3.500 3.500 2.000 3.500 3.500 3.000 0.500 0.500 time zone 0.500 0.500

Lane marking for Priority Ordinary Priority Bus Lane Bus Priority Bus Lane Lane Lane Source: Proposal by the JICA Study Team 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.

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Source: Proposal by the JICA Study Team 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 Cost, Code Project Vo lu me USD Target million 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 2.4 2015 (existing bus routes) 2020 PT04 Reorganization of bus routes 400 bus stops (new 4.8 2015 bus routes) 2020 PT05 Introduction of scheduled bus 9 routes 4.7 2020 PT06 Institutional reform for bus operation 1 public transport 0.8 2015 expert PT07 Revitalization of commuter railway 16 km 5.0 2015 PT08 Expansion of commuter railway 34 km 35.0 2030 Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: JICA Study Team

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

1-41 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 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.

CBD TOWN SUBURBAN

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).

1-42 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 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.

1-43 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 Table 1.5.10 Parking Management Program by Parking Category Programs and Projects Parking Type of Parking Parking Category Traffic Management Institutional Measure Facilities On-street ・ Sudden stopping ・ Installation ・ Review of ・ Strengthening of illegal ・ Parking at illegal of road side parking parking enforcement space parking restriction ・ Parking at designated space sections space ・ Installation ・ Introduction of of bus lay-by time-zone parking Off-street ・ Parking at individual ・ Development ・ Introduction of ・ Review of building toll car park of car parking guidance construction code ・ Parking at ancillary parking lot system ・ Review of large-scale parking facilities commercial facilities (public and private) development code Source: JICA Study Team 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 Cost, Program Component Contents USD Target million [TM01] Program formulation and 2.5 2015 Comprehensive implementation plan traffic management Traffic signal improvement Coordinated traffic light system program Parking management Illegal parking prevention system Flexible on-street parking system Off-street parking development Parking guidance system Traffic Demand Traffic dispersion during peak hour promotion Management Public transport usage facilitation [TM02] Construction of over bridge 44.6 2030 Development of and approach road overpass (Cairo road – railway station) [TM02] Comprehensive parking Parking guideline 7.0 2015 Improvement of car development master plan Parking development master plan - parking system Building code revision to accommodate parking 2020 Organization Organization of parking management authority Legislation Legislation of new building code Improvement Construction of parking [TM03] Geometric improvement Channelizing, lane rearrangement, widening 8.1 Improvement of Signalization Signalization of non-signalized intersections intersections Improvement of existing traffic signals 2015 Signalization of roundabout 2020 Road facilities Street light, guard rail, marking, 2030 improvement [TM04] Organization Organizational setting 10.6 Introduction of Central signal control Installation of traffic detector central signal system Installation of communication facilities control system Installation of central signal control system Technical transfer to the control system engineer 2030 Operation and maintenance Periodical maintenance [TM05] Guidelines preparation 9.2 Development of low Pilot project Construction of low maintenance intersections 2015 maintenance Monitoring and evaluation 2020 intersection system Implementation Construction of low cost intersections 2030 Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: JICA Study Team

1-44 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 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

1-45 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 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, Target USD million [NM01] Traffic safety master plan Proposal for road traffic law revision 15.6 Development of Accident database system Accident database system development safe traffic development environment Safety engineering Black spot treatment improvement Road safety audit implementation Revision of road design guidelines Introduction of traffic impact assessment system Traffic calming 2015 Traffic safety facilities improvement 2020 Safety Enforcement Establishment of strict enforcement improvement regulations Enforcement equipment development Safety education Primary school education program development Publication for awareness development Emergency medical Emergency medical bases development service development Vehicle inspection and Introduction of vehicle inspection system license Introduction of driver’s information record system Traffic safety funding New fund source development [NM02] Sidewalk development Sidewalk installation and/or widening at 15.4 Improvement of heavy pedestrian traffic sections safe pedestrian Pedestrian crossing Pedestrian crossing installation at network development intersections 2015 Pedestrian bridge installation at intersections 2020 and road widening 2030 Pedestrian signal Pedestrian signal installation at intersections development and road widening [NM03] Bicycle network master Development of plan bicycle network Pilot project Installation of bicycle roads 7.8 2015 Evaluation 2020 Implementation Construction of bicycle roads 2030 Note *: S = Short-term (-2015), M = Mid-term (2016-2020), L = Long-term (2021-2030) Source: JICA Study Team

1-46 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 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 Cost, Code Project Vo lu me USD Target million 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 Cost, Code Project Vo lu me Target USD million AT01 Construction of international terminal Capacity of 5 million 100 2020 passengers per year AT02 Construction of air cargo terminal Capacity of 0.5 million 20 2020 ton per year AT03 Construction of domestic terminal Capacity of 1 million 30 2030 passengera per year 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 144.3 210.8 391.4 746.5 Public Transport*1 11.6 10.9 39.1 61.6 Traffic Management*2 8.3 5.3 23.8 37.4 Traffic Safety and NMT 18.1 12.0 15.7 45.8 Freight Transportation*3 1.0 5.0 20.0 26.0 Airport Development 5.0 120.0 50.0 175.0 Total 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

1-47 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

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 Lusaka City (within Lusaka City) and maintenance RDA Housing developers Bus stop Construction, improvement Lusaka City and maintenance Private sector (PPP scheme) Bus terminal Construction, improvement Lusaka City and maintenance Private sector Traffic facility Construction, improvement Lusaka City and maintenance RTSA Bus service Introduction of scheduled bus Lusaka City operation Lusaka City (PPP scheme) Private sector Logistics Construction and operation Lusaka City terminal Private sector Railway Construction of new line and Zambian Railways depot Airport Construction and operation of National Airport Corporation Ltd. the airport terminal (NALC) Source: JICA Study Team

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 Regulation Characteristics Control Type Nothing Open Bus services are provided without regulation except for usual business market 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 Public PTA operates the bus serve by itself. control monopoly Source: JICA Study Team

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.

1-48 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 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 Parking Area Public Private For Visitor Free Paid Officials Free Paid 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 GRZ Fund Annual Road Fund Annual growth rate growth rate 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

1-49 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 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) Period Road Fund RGZ Fund Total 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 USD Cost of Road, Estimated Budget Period Traffic Management, GRZ 10% GRZ 15% GRZ 20% Traffic Safety &NMT Case Case Case 2009-15 170.7 118.3 136.0 153.8 2015-20 228.1 127.8 145.9 164.0 2020-30 430.9 493.1 557.2 621.2 Total 829.7 739.2 839.1 939.0 Source: JICA Study Team (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

1-50 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 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.

1-51 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 Table 1.6.7 List of Short-term Project and Programs Length Cost Group Code Project/Program name km USDMil$ mill. RD01 Construction of Outer Ring Road (MFEZ Access) 9.4 16.4 RD04 Construction of Middle Ring Road (Twin Palm – Musi Oa Tuya) 5.1 4.2 RD07 Construction of Inner Ring Road City Bypass (Kafue – Kasama) 9.3 10.3 RD10 Construction of Inner Ring Western Bypass (Mumbwa – Kafue) 3.6 3.0 RD10 Construction of Inner Ring Western Bypass (Industrial Road) 3.3 2.6 RD10 Construction of Inner Ring Western Bypass (Matero Road) 6.0 4.6 RD12 Widening of Great North Road (Lumumba Road-Ngwere Road) 6.3 11.5 RD13 Widening of Kafue Road (Chifundo Road–South Gate Park Road) 3.9 9.6 RD14 Widening of Mumbwa Road 2.4 10.8 RD15 Improvement of Leopard Hill Road 9.3 8.1 Road RD16 Improvement of Twin Palm Road 6.3 11.6 RD17 Improvement of Los Angeles Road 1.6 2.0 RD19 Construction of Chongwe MFEZ Access Road 6.4 4.9 RD25 Construction of MFEZ Access 15.4 12.2 RD27 Improvement of District Road 11.1 8.8 Improvement of Lilay Road 14.6 6.7 Improvement of Chifundo Road 2.4 1.1 RD29 Construction of Missing Links 7.0 5.2 RD36 Road Maintenance & Rehabilitation - 10.1 RD37 Development of Road Database - 0.6 PT01 Improvement of Existing Bus Terminals - 1.8 PT02 Construction and Improvement of Bus Stops - 1.2 Public PT03 Reorganization of Bus Route - 2.8 Transport PT06 Institutional Reform for Bus Operation - 0.8 PT07 Revitalization of Commuter Rail - 5.0 TM01 Comprehensive Congestion Relief Program - 2.5 Traffic TM03 Improvement of Car Parking System - 2.0 Management TM04 Improvement of Intersection - 3.8 NM01 Development of Safe Traffic Environment - 10.7 Traffic Safety NM02 Improvement of Safe Pedestrian Network - 5.6 NM03 Development of Bicycle Network - 1.8 Freight FT1 Reform of Railway Operation - 1.0 Airport AT01 Improvement of Airport Facilities - 5.0 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.

1-52 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 Table 1.6.8 Evaluation of the Priority Projects and Programs Cost Technical Env. Economic Code Project Project Outline Resettlement Relevance Priority (USD Mil.) Difficulty Impacts Impacts RD01 Outer Ring MFEZ Access MFEZ Access 16.4 H M M H H YES RD04 Middle Ring South – East Twin Palms Road-Musi Oa Tuya 4.2 H M H M L NO RD07 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 YES RD10 Inner Ring Western Bypass Industrial Road 2.6 L M H M L NO Inner Ring Western Bypass Matero Road 4.6 H M H L L NO Widening of Great North Lumumba Road – Ngwere Road (4-lane) RD12 11.5 H M H L M NO Road Makeni Road – South Gate Park Road RD13 Widening of Kafue Road 9.6 H M H L M NO

Widening of Mumbwa Lumumba Road – Middle Ring Road (4- RD14 10.8 H L H H H YES Road lane) Widening of Leopard Hill Lake Road-South MFEZ: Leopard Hill RD15 8.1 H M H L L NO Rd. Road & Chifwema Road Improvement of Twin Lake Road - Mwansa Kapwepwe Road RD16 11.6 H M H M M NO Palm Road Improvement of Los Lumumba Road-End of City Market RD17 2.0 H M H H H YES Angeles Road Construction of Chongwe Airport-Chongwe Industrial Area RD19 4.9 H M H H H YES MFEZ Access Road Inner Ring Extension, Musi Oa Tuya RD25 MFEZ Access Road Road Extension, LS MFEZ south road 12.2 H M M H H YES (2-lane) Improvement of District - 8.8 H M H M L NO Road Improvement of Lilay - RD27 6.7 H M H L L NO Road Improvement of Chifundo - 1.1 H L H M L NO Road Kalingalinga – Mutendere Road; Construction of Missing RD29 Kalambo Road Extension; Bebbela Road 5.2 L M H L M NO Links Extension; & Industrial Area Road Improvement of Existing 4 bus terminals PT01 1.8 L M H M M NO Bus Terminals Construction & 200 bus stops (existing bus routes) PT02 1.2 M H H M L NO Improvement of Bus Stops Reorganization of Bus 400 bus stops (new bus routes) PT03 2.8 L HHML NO Routes Institutional Reform for - PT06 0.8 M HHMH YES Bus Operation Revitalization of 16km PT07 5.0 L HHML NO Commuter Railway Program formulation and implementation Comprehensive Congestion plan; Traffic signal improvement; TM01 2.5 M HHHH YES Relief Program Parking management & Traffic Demand Management Comprehensive parking development Improvement of Car TM03 master plan; Organization; Legislation; 2.0 M HHML NO Parking System & Improvement Improvement of Geometric improvement; signalization TM04 3.8 H HHMH YES Intersections (40); and road facilities improvement Traffic safety master plan; accident database system development; safety engineering improvement; safety Development of Safe enforcement improvement; safety NM01 10.7 M HHLM NO Traffic Environment education development; emergency medical service development; vehicle inspection and license & traffic safety funding Sidewalk development; Pedestrian Improvement of Safe NM02 crossing development; & Pedestrian 5.6 H HHLM NO Pedestrian Network signal development Development of Bicycle Bicycle network master plan; Pilot NM03 1.8 H HHLL NO Network project; & Implementation Reform of Railway - FT01 1.0 L HHMM NO Operation Improvement of Airport Modernization of the Existing Terminal AT01 5.0 M HHMM NO Facility Source: JICA Study Team Ranking: High (H) Medium (M) Low (L)

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),

1-53 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 • 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).

1-54

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

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.

2-1 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

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).

2-2 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

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.

2-3 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

0.5 1.1m Recovery by 1.4m 1.6m Recharge in Rainy Season 1

1.5

Water Level (GL - m)

2 BH 1: WL in Observation Borehole in Schist BH 2: WL in Observation Borehole in Dolomaite 2.5 Oct-04 Oct-05 Oct-06 Apr-04 Apr-05 Apr-06 Apr-07 Feb-04 Jun-04 Feb-05 Jun-05 Feb-06 Jun-06 Feb-07 Jun-07 Dec-04 Dec-05 Dec-06 Aug-04 Aug-05 Aug-06 Aug-07 month/year 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 Investigation Outline of Contamination Potential Pollution Leopard Hill Cemetery 8 monitoring wells (setting in Bacterial cont. (from human corpses, (human corpses) 1999, monitoring in 2000- 2001) PLs, STs, SWs): Not the worst Water quality analysis (3 seasons because of low groundwater level for 28 parameters) (>10m) and long dry season. Borehole water quality around the cemetery generally met water quality guidelines. Libala Tipping Site 10 monitoring wells and 3 Pollution indicated by EC was spread (closed in 2001 but various LWSC boreholes about 1.5 x 1.0 km NW-SE direction. waste remain under cover Water quality analysis (29 Centre of pollution: dumping soap of soil as of 2002) samples in total, 3 seasons for 40 stock. parameters include pesticides Bacteria, nutrients and heavy metals and oil and grease) 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 15 monitoring wells The groundwater in the industrial area (70% of 130 industries Water quality analysis (26 has been adversely affected by produce potentially samples in total, 2 seasons for 40 activities taking place in the area. harmful pollutants: parameters include pesticides Widespread high EC (>700μS/cm, pesticides, chemical and oil and grease) 4280μS/cm at max.) indicated the products and waste water, contamination. petroleum, dust, etc.) 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 17 LWSC BHs, Widespread contamination in Lusaka - LWSC boreholes 10 bottlers’ BHs, as a result of the various human - Bottle water sources 2 golf courses’ BHs activities on the surface. - Golf courses 7 un-sewered compounds, Major indicators: bacteria, EC, nitrate, - Peri-urban settlements 6 institutions who have own BHs sodium and chloride. - Agrifloala farm ‘Quality of groundwater cannot be - Private boreholes 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.

2-5 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

Monthly Water Production of LWSC (m3/month) 5.0E+06

4.5E+06

4.0E+06

3.5E+06

3.0E+06

2.5E+06

2.0E+06

1.5E+06

1.0E+06

5.0E+05

0.0E+00 Jan-2002 Jan-2003 Jan-2004 Jan-2005 Jan-2006 Jan-2007 Month 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 84 BHs Data include dysfunctional boreholes and new boreholes (location, geological map) 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 14 BHs Data for wells drilled after 2001, includes three new (pumping test) 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.

Solwezi

Kitwe

Ndola 1,600

1,500

Chincola Bridge 1,400

1,300 Lunga 1,200 Kafue Gorge Dam Kitwe Bridge Railway Bridge 1,100 Kafue Hook Bridge Kafue Flats 1,000 Itezhi-tzhi Dam Lusaka 900 Kafue Flats 700 To Z ambezi River Itezhi-tezhi Dam 600

KAFUE FLATS Kafue 500 SUB-BASIN GorgeDam 400

300 0 200 400 600 800 1,000 1,200 (km) Source: DWA Source: National Water Resources Master Plan Study Figure 2.2.1 Kafue River Basin 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. Kafue River

500 1,000

400 995

300 990 (m) (m3/s) 200

985 100

0 980 Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep

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

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.

600 977.0

500 976.0 975.0 400 974.0 300 (m)

(m3/s) 973.0 200 972.0

100 971.0

0 970.0 Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep

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

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. 2-9 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

(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.

Source: JICA Study Team 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 November Total 18,000 22,000 18,000 2007 Coliform (#100ml) Faecal 9,000 4,000 7,000 Coliform (#100ml) February Total 1,500 1,800 2,100 2008 Coliform (#100ml) Faecal 1,100 1,300 1,800 Coliform (#100ml) Source: JICA Study Team

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) Amount Granted WDB Applicant Based on Peak Number (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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Amount Granted WDB Applicant Based on Peak Number (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.

Surface Water Recharge (Rainfall - Evaporation - Infiltration)

Vin Vout Kafue Flats Sub-basin Inflow to the basin Outflow from the basin Source: JICA Study Team 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.

3 3 3 VR = 21,291,584 m /d - 20,485,611 m /d = 805,973 m /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 Itezhi-tezhi Kafue Gorge Dam Dam a2

q1 Kafue River (Inundated Area: 6,000km2)

q2 a1 Source: JICA Study Team 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.

Pe (Evaporation)

q1 q1’

Water Intake (Water Right)

a1 Water rights in between the Water rights on Kafue Flats sub-basin as of 2nd April dams 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 Source: JICA Study Team

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.

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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

G rea t E ast Ro ad

r e v i R

e w g n o h S p C il lw a Pumping Station No.1 y Pumping Station No.2

e I li n n ta k e

e to

u G

r a e

k a

a t

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 Amount (USD) (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 - The cost for water storage and intake will become much higher, and (Chongwe Dam) 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).

8,000,000

7,000,000

6,000,000 h

5,000,000

4,000,000

3,000,000

capacity (m3/mont capacity 2,000,000

1,000,000

0 Jan. Feb. Mar. Apr. May. Jun. Jul. Aug. Sep . Oct. Nov. Dec. 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007 2007

source: LWSC Operations Monthly Report Dec. 2007 month Surface Water Groundwater

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.

Water Reservoir Distribution Chlorine Reservoir Intake Pump Rapid Dosing Station Alum Sedimentation Gravity Clear Water P Dosing Basin Filter Reservoir

not P P P working Coagulant Backwash Kafue River Dosing Chilanga Iolanda Intake Iolanda Water Treatment Plant Pumping Station Stuart Park

Source: JICA Study Team Figure 2.3.2 Diagram of Iolanda Water Works The transmission system is illustrated as shown in the following figure.

LUSAKA

Stuart park Reservoir

Chilanga Pumping St at io n

K A F U E R IV E R

Legend

Existing Transmission KAFUE Planned Transmission Road KAFUE GORGE DAM Railway

Resident Area Iolanda Water Iolanda Intake Study Area Boundary Treatment Plant 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 No. of Samples Total No. of Meeting Month Samples Zambian/WHO Collected 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.

Central

Chelstone

Kabulonga

Kabwata

Lumumba

LEGEND Peri-urban East City Boundary Peri-urban West Water Supply Branch Peri-urban South Boundary Satellite Sy stem Transmission Main Distribution Main Distribution Reservoir BHs Transmission from BHs Source: JICA Study Team Figure 2.3.4 LWSC Water Distribution Branch

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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 Total Supply From Satellite System From Bulk System Area (m3/day) (%) (%) 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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Central

Chelstone Lumumba

Kabwata Kabulonga

LEG END

Distribution Reservoir City Boundary Distribution Main Water Supply Branch Distribution Network Boundary Source: JICA Study Team 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

No. of No. of Existing Additional Total Number of Branch Districts Districts Meters Meters Meters (Existing) (Planned) Required 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 Design 2007 Average Working Water Production Capacity Production Ratio System (m3/day) (m3/day) (%) 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 Billed Consumption Consumption Unmetered Authorized Consumption Consumption Metered Unbilled Consumption Consumption Un-metered Consumption Unauthorized Water Apparent Consumption Produced Losses Metering/Billing UFW Inaccuracies Transmission/ Losses Distribution Main Leakage Real Losses Storage Tank Overflows Service Connections Leakages 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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70%

60%

50%

40%

UFW 30% Acceptable level (below 25%) 20%

10%

0% 2000 2001 2002 2003 2004 2005 2006 2007

Year

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) Meter Supplied Billed UFW UFW Branch Coverage Volume Volume Volume 3 in % in % (m3/month) (m3/month) (m /month) 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 Year Average Daily No Name of Scheme Scheme Financier Established 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, 466 2003 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 Distribution - 1,973,000 customer meters (UFW) 2 Rehabilitation of Kafue Water works Transmission Aug. 2008- 1,707,000 and transmission Jan. 2011 3 Rehabilitation and development of BH Aug. 2008- 763,000 boreholes Feb. 2011 4 Rehabilitation of booster stations Transmission Aug. 2008- 799,000 Feb. 2011 5 Rehabilitation of reservoirs and water Distribution Sep. 2008- 270,000 distribution networks (UFW) Mar. 2011 6 Construction of water kiosks Distribution Aug. 2008- 750,000 Aug. 2010 7 Specialized equipment-leak detection Distribution - 700,000 and power factor correction (UFW) 8 Water quality testing O&M - 367,000 ( Laboratory) equipment 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 Source: JICA Study Team 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 Informal housing. Settlement (UUS) 4. Satellite Town (1st Currently informal housing, and to be developed by 2015 as an Development Area) urban area. 5. Satellite Town (2nd Currently informal housing, and developed by 2030 as an Development) urban area. 6. Rural Informal housing. 7. High Cost Area to be Currently high cost farmers living, and future urbanized. Urbanized 8. Low Cost Area to be Expanding UUS and low cost housing in the future. Expanded 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 20 25 30 40 (UUS) 4. Satellite Town (1st Development 20 70 163 189 Area) 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 Source: JICA Study Team 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 Unit *2 Consumption Consumption Terms of Facilities *1 Consumption per Facility 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 Unit *2 Consumption Consumption Terms of Facilities *1 Consumption per Facility 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 Standard Item 2007 2015 2020 2030 Applied 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 Unit *2 Consumption per Facilities *1 Consumption 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 Assumption (L/ha/d) 1. Existing Industry 80,000 The existing factories will be using water at the same consumption rate. 2. 1st Development Industry 60,000 In the 1st industrial development area in (2007-2020) the satellite towns including MFEZ, new factories will use water at a moderate consumption rate of heavy and light industries. 3. 2nd Development Industry 30,000 In the 2nd industrial development area (2020-2030) in the satellite towns, light industrial farms or water recycling farms will be developed. Source: JICA Study Team

(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.

Demand 2007 Demand 2015

Source: JICA Study Team Figure 2.3.8 Water Demand 2007-2015

Demand 2020 Demand 2030

Source: JICA Study Team Figure 2.3.9 Water Demand 2020-2030

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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 2007 Water *2 2007 Agricultural Area Agricultural Requirement Water Demand Area (ha) *1 (L/ha/day) (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 2030 Water *2 2030 Agricultural Area Agricultural Requirement Water Demand Area (ha) *1 (L/ha/day) (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 2007 Basin Plant Plant Capacity Actual Drainage Discharge No. Name Name Type (m3/day) Inflow Area Stream (m3/day) 1. Chelstone Chelstone SP 2,700 1,841 Chelston Kapiriyomba 2. Western Matero SP 7,100 2,147 Western Ghunga Chunga TF 9,100 10,711 Mwenbeshi 3. Kaunda Kaunda SP 3,600 2,458 Kaunda Ngwerere Square Square 4. Manchinchi Manchinchi TF 36,000 42,905 Manchinchi Ngwerere 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).

120,000 Total Treatment Capacity 100,000

80,000

60,000

(m3/day) 40,000

20,000

0 July June May April March August January October February December September November

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.

Effluent

Sludge To digester Preliminary Primary Secondary Treatment Sedimentation Biological Filters Sedimentation Source: JICA Study Team 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. Manchinchi Treatment Plant 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 Chunga Treatment Plant 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

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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 Stage 2nd Stage 3rd Stage 4th Stage 46,200m2 26,100m2 26,100m2 26,100m2 Final Effluent

Flow Splitting Chamber 1st Stage 2nd Stage 3rd Stage 4th Stage 46,200m2 26,100m2 26,100m2 26,100m2

Source: JICA Study Team 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).

Screen

Primary Primary 43,200m2 43,200m2

Secondary 26,000m2

Tertiary 26,000m2

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.

Secondary 9,000m2 Pond No.1 Primary 12,400m2 Primary 19,000m2 Screen

Twin Grit Final Tertiary Channels Effluent 9,200m2 Pond No.2

Secondary Tertiary 6,200m2 Pond No.3 6,200m2 Twin Grit Channels Primary Final Screen 16,500m2 Effluent Tertiary 6,200m2 Secondary Final 6,200m2 Effluent

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.

Broken Wall

Secondary 12,400m2 Primary Screen & 25,300m2 Grit Ch an nels Tertiary 12,400m2

Final Effluent

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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Grit Channels

Scr een Inlet Chamber Primary 12,300m2 Covered Seco n dar y Anaerobic 6,200m2 Tank

Tertiary 6,200m2

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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(m3/month) 1,400

1,200

1,000

800

600

400

200

0 2003.2 2003.5 2003.7 2003.9 2004.1 2004.3 2004.5 2004.7 2004.9 2005.1 2005.3 2005.6 2005.8 2003.11 2004.11 2005.10 2005.12

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 Stage Estimated Cost Description (USD) 1. Rehabilitation of Sewer networks and treatment F/S and D/D 950,000 plants. 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 The area using septic tanks or pit latrines excluding autonomic Area area 4. Non-service Area The area that is physically unfeasible to connect to the sewer line considering the location of the treatment plant Source: JICA Study Team

(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.

9 6 10 8 7 11 3 12 B 14 13 15 C

E 4

2 A

17 1 19 16 20 D 18 21 5

source: LCC & LUSEED

Serious Inundation Area [during rainy season 2007-2008] 11. Kaunda Square Stage 1; some area 01. Kanyama; almost entire compound 12. Garden; some area incl. Chilulu and Luangwa compounds 02. Soweto Market area; mainly along access road 13. Industrial area; some area incl. Food Reserve Agency 03. Emmasdale; area bordered by Vubu-GrtNorth-Lumumba roads 14. Avondale; along Simon Mwansa Kapwepwe 04. Kalikiliki; almost entire compound 15. Northmead; alogn Manchichi road near Northmead BS 05. Chawama; most part of compound incl. Kuku 16. Kabwata 06. Chazanga-Kabanana; most part of compounds 17. Kamwala 07. George; some area mainly roads 18. Kamwala South 08. Mandevu; mainly north of Catholic Church 19. Misisi 09. Barlastone Park; some area and along main roads 20. John Laing 10. Kasupe; some area and along main roads 21. Makeni Figure 2.5.1 Serious Inundation Observed Sites during Rainy Season (Oct. 2007 - Feb. 2008)

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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

Short Term Mid Term Long Term (2015) (2020) (2030) DEVELOPMENT CONCEPT - To reach LWSC target coverage ratio of 55%, - To supply 70% of the demand by LWSC. - To supply 80% of the demand by LWSC. which was described in Water Supply - To maintain suitable water quality for clean - To maintain suitable water quality for clean Development Plan (JICA, 1995). water standard with adequate water quantity water standard with adequate water pressure - To maintain suitable water quality for clean and pressure. continuously 24 hours. water standard.

DEVELOPMENT STRATEGY FOR GROUNDWATER DEVELOPMENT - To develop present groundwater aquifer with - To develop sufficient capacity of groundwater priority to UUS/peri urban. sufficient capacity. - To implement the groundwater preservation measures. - To conduct the study/survey to confirm the - To crack down illegal/unregistered - To execute groundwater taxation for industrial actual groundwater aquifer capacity and find groundwater user. and commercial users. new sufficient aquifer. - To control and manage the utilization of private groundwater, especially for industries and commercials, by set-up the registration and metering by-law under Lusaka Province.

DEVELOPMENT STRATEGY FOR KAFUE RIVER WATER DEVELOPMENT - To acquire additional Kafue river water right - To set-up integrated river management plan and - To operate and manage Kafue river based on for LWSC with max. capacity of 430,000 m3/d. programs under water resources management the integrated management plan and programs. To utilize 160,000 m3/d in total, by bill, to protect Kafue river from contamination To utilize 460,000 m3/d in total, by - rehabilitation of Iolanda WW and development and set-up the utilization rule during drought - development of Iolanda-III. of Iolanda-II Phase-1. year. - To utilize 260,000 m3/d in total, by development of Iolanda-II Phase-2. DEVELOPMENT STRATEGY FOR WATER SUPPLY DEVELOPMENT - To improve existing facilities and maximize the - To expand Iolanda-II (Ph-2) Water Works with - To construct new Iolanda-III Water Works with performance. planned capacity of 100,000m3/d. planned capacity of 250,000m3/d. - To construct new Iolanda-II (Ph-1) Water Works, with minimum capacity of 50,000m3/d.

DEVELOPMENT STRATEGY FOR WATER DISTRIBUTION DEVELOPMENT - To improve existing facilities and maximize the - To expand distribution pipeline system. - To expand distribution pipeline system. performance. - To improve UFW ratio with target of 25%. - To improve UFW ratio with target of 20%. - To reduce UFW ratio with target of 35%. - To expand distribution pipeline system and improve water pressure. Source: JICA Study Team

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.

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Table 2.6.2 Development Strategy for Sewerage Sector Short Term Mid Term Long Term (2015) (2020) (2030) DEVELOPMENT CONCEPT - To prepare financial and organization - To dissolve water related disease cause - To treat all discharge water from structures for sustainable by sewerage. supplied area. implementation. DEVELOPMENT STRATEGY - To prepare sufficient improvement and - To construct/expand Sewerage Treatment Plant, with sufficient capacity both from development plan. financial and technical point of view. - To set up sustainable financial and organization structure. - To maximize the utilization - To develop sufficient collecting sewer system, with priority on the financial (rehabilitation) of the current assets. feasibility for both LWSC and users. - To acquire land for the future sewerage treatment plant.

Source: JICA Study Team

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 Short Term Mid Term Long Term (2015) (2020) (2030) DEVELOPMENT CONCEPT - To reduce inundation period and mitigate - To dissolve serious flood damage. - To realize Lusaka with free flood. the damage by flooding. DEVELOPMENT STRATEGY - To implement urgent measure to reduce - To develop harmonize city drainage system, which may consists of minor/major the damage. drain, retention/groundwater recharge pond, dewatering pumping station and - To mitigate floods causes by stream/river normalization. urbanization. - To prepare sufficient improvement plan. Source: JICA Study Team

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.

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800,000 100% on-going project 95% BH development 90% Q=17,000 m3/d 700,000 85% 80% 75% o on-going project Iolanda III 70% ) 600,000 65% Rehabilitation Q=250,000 m3/d 60% of Iolanda 55% Q=15,000 m3/d 500,000 UFW 50% Reduction 45% UFW 40%

Capacity (m3/d Capacity 400,000 Reduction 35% 30%

Iolanda II Phase-2 Service Coverage Rati 25% Q=100,000 m3/d 20% 300,000 15% Iolanda II Phase-1 10% Q=50,000 m3/d 5% 200,000 0%

2007 2015year 2020 2030 Supply Demand Supply Capacity Service Ratio

Source: JICA Study Team 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 800,000 100% 90% 700,000 82.8% 84.6% 87.0% 76.4% 669,300 80% 600,000 70.4% 74.7% 70% 71.9% o 500,000 541,500 60% 51% 408,000 400,000 50% 305,000 346,500 40% 300,000 35% Coverage Rati 221,700 30% Supply Volume (m3/d Volume Supply 275,000 25% 200,000 20% 20% 100,000 61,500 127,800 30,000 10% 0 0 0% 2007 2015 2020 2030

Supply Volume w/o UFW Reduction year Supply Volume w/ UFW Reduction Supply Volume Balance UFW improvement target Coverage 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

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Service area expansion is a priority for the surrounding areas of the current service Chongwe area due to the efficiency of ST 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. MFEZ

In particular, the short-term LEGEND Current Supplied Area development plan should Focused Expansion consider distribution to UUSs. Supplied Area by 2015 Focused Expansion It is estimated that the gap Supplied Area by 2020 against the water demand will Focused Expansion Supplied Area by 2030 become around - Source: JICA Study Team 22L/capita/day or -25,000 3 Figure 2.7.3 Distribution System Development m /day in total in these areas. Scenario 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.

Proposed Connection Existing Tank f r o m L W SC Sy st em Existing Tank

Meter M

Existing Existing Distribution Pipe Distribution Pipe

Existing Borehole Existing Borehole

LWSC Wa ter Tru st Operation Operation

Source: JICA Study Team 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

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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.

400,000 50% Plant Extension Chelstone: Q=+5,000 m3/d 45% Western: Q=+9,100 m3/d New Plant Kaunda Sq. II: Q=+10,000 m3/d 40% 300,000 35% )

) 30% Plant Extension New Plant Q=+36,000 m3/d 200,000 Manchinchi: Kaunda Sq. III: Q=+10,000 m3/d 25% Kaunda Square.: Q=+3,600 m3/d

Capacity (m3/d Capacity 20% (Coverage Ratio (Coverage

15% 100,000 10%

0 0% 200720152year 0202030

Service Target Area Demand Autonomic Area Demand On-site Treatment Area Demand Total Sewerage Demand Service Ratio

Source: JICA Study Team Figure 2.7.5 Treatment Capacity Development Scenario

The service target area and stage-wise development scenarios are illustrated in the figure below.

Ngwerere Ngwerere

Western Western

Chelstone Chelstone

Kaunda Kaunda Manchinchi Square Manchinchi Square

LEGEND Service Target Area LEGEND Autonomic Area Existing Coverage Area 2015 Coverage Area On-site Treatment Area Autonomic Area 2020 Coverage Area Treatment Plant Treatment Plant 2030 Coverage Area Basin Boundary Basin Boundary On-site Treatment Area Source: JICA Study Team 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.

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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.

s Procurement of Mobile Pumping Stations Rehabilitation of Existing Fundamental Facilities Improvement Urgent Measure Urgent Preparation of the Master Plan Measures Preparation of the Master Plan Source: JICA Study Team Figure 2.7.7 Drainage System Development Scenario

B C

A B

Priority Streams for Rehabilitation A A Chunga stream B Ngwerere stream C Chalimbana stream Priority 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.

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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

Cost Technical Resett- Env. Economic Code Project Title Project Outline Relevance Priority (USD Mil.) Difficulty lement Impacts Impacts

Acquire additional water right (min. 430,000m3) to Admiin. WR-1 Acquisition of Kafue River Water Right HHHH HYES meets 2030 demand. Fee Study on Comprehensive Groundwater Investigate and analyze groundwater aquifers for WR-3 3 MHHL HYES Management Program sustainable development. Establishment of Groundwater Level Installation of monitoring wells. WR-4 1 MMH L MNO Observation Network Development of New Sufficient Construct sufficient boreholes for water supply and WR-5 31 LMLH MNO Groundwater urban agriculture. Ordinance on Registration of Prepare by-law to register large capacity wells for WR-6 None HHHH MYES Industrial/Commercial Wells groundwater management. Establish DMA, fixing physical losses, prepare WS-1 Improvement of UFW sufficient billing system. 1 MHHH HYES Development of Iolanda-II Phase-1 Newly construction of intake, treatment plant and WS-2 85 HHHH H Water Works transmission pipeline. YES Improvement and Expansion of Installation of new pipes and replacement of old WS-3 40 HMHH HYES Distribution System pipes. Remaining Rehabilitation of Existing Rehabilitation of existing facilities and expansion SW-1 24 MMHM HYES Facilities of the sewer line. Provision of Mobile Pumping Station as Purchase mobile pumping stations. DR-1 4 HHHH HYES as urgent measure Urgent Rehabilitation of Existing Rehabilitation of drains, culverts, pipes and DR-2 4 HHHH HYES Facilities excavation of the streams. Comprehensive Drainage Master Plan Surveys and study for drainage improvement of DR-3 4 MHHH HYES Study overall Lusaka City. Source: JICA Study Team Rating: H=High, M=Medium, L=Low

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middle Priority emergency ] ] Period mid-termmid-term middle middle mid-termmid-term middle middle long-termlong-term low low long-termlong-term low low long-term low short-term short-term short-term emergency short-termshort-term emergency short-term emergency high short-term high short-term high short-term emergency short-term emergency continuation continuation [ [ Implementation LCC LCC LCC LCC LCC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC LWSC DWA (MEWD)DWA (MEWD) short-term short-term high DWA (MEWD) middle mid-term low Water Board (MEWD) Board Water mid-term middle Implementation Agency Implementation DWA (MEWD)LCC & mid-term middle fee n.a. Cost Estimated US$ 40 mil. US$ 68 mil. US$ 27 mil. US$ 31 mil. US$ 20 mil. US$ 170 mil. US$ administration ODA US$ 1 mil. ODA US$ 10 mil. ODA US$ 85 mil. ODA 160 mil. US$ ODA 320 mil. US$ ODA US$ 4 mil. ODA US$ 3 mil. ODA US$ 2 mil. ODA US$ 3 mil. ODAODA US$ 24 mil. US$ 42 mil. ODA US$ 20 mil. NGO US$ 4 mil. Fund L.Gov. L.Gov. L.Gov. L.Gov. L.Gov. L.Gov. Zambia Gov. of Gov. ODA & ODA & ODA & ODA & ODA & NGO & NGO Assumed Local Gov. US$ 4 mil. Local Gov. Local Gov. none Local Gov. none Study Works Works Works Works Works Works Works Works Works Works Works Works Works Works Works Inventory, Database Construction Works Preparation & Const. & Preparation Inventory & Design & Acquisition Procedure Design & Construction Design & Construction Design & Construction Construction & Design Design & Construction Design & Construction Design & Construction Design & Construction Design & Construction Design & Construction Design & Design & Construction Design & Construction Comprehensive MP Study Management Program Study Present Related Action Project Component none. none. GTZ preliminaryimplementing study. Comprehensive Management WB by BH 10 develop to plan LWSC fund. preliminary study. 1993. in done FS work. O&M ordinary of none. none. Waiting for Water Bill. LWSC starting acquisitionLWSC the procedure. none.none.the purchase to plan LWSC WBequipmentby fund. Provincial Regulation Provincial Regulation conduct LWSC will DD and some WB fund. by implementation WB fund. none. early in plan action prepared LCC 2008. Design & Construction none. GTZ considerationmade as a part of none. none. 430,000m3) to meets to 430,000m3) Project Outline Investigate and analyze groundwater aquifers for sustainable development. Installation of monitoring wells. urban and supply water for boreholes sufficient Construct agriculture. Construct infiltration and ponds.wells constructionNewly of intake, planttreatment and transmission pipeline. Installation of pipes new and replacement of old pipes.Expansion of treatment plant. LWSC made consideration as a part Installation of pipes new and expansion of reservoir. main none.Expansion of treatment plant. Installation of pipes new and construction of DMA reservoirs. none. Design & Construction Installation lines. of sewer new drainageand forSurveys study of overall improvementLusaka City. Implementation of the required works by the Study. Acquire(min. additional right water Prepare integrated program to manage quality and of quantity River. Kafue 2030 demand. 2030 Prepareregisterto by-law largefor capacity groundwater wells management. and industries for use groundwater charge to law Prepare commercials. Establish DMA, fixing physical losses, prepare sufficient billing system. Rehabilitation of existing facilities and expansion of the sewer line. Rehabilitationplants. and expansionof treatment Installation lines of sewer and new normalization of the collection system. Development treatment of new plants.conductandby BD FS will LWSC Purchase stations.mobile pumping none.Rehabilitation of drains, culverts, pipes and excavation of the streams. none. Design & Construction ProcurementWorks & Study Table 2.8.2 Short-Term Priority Programs and Projects and Projects Priority Programs Short-Term 2.8.2 Table Basin Basin Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Lusaka Greater Greater Greater Greater Greater Greater Greater Greater Greater Greater Greater Greater Greater Kafue River Kafue River Kafue Project Site Project Title No DR-1Station Pumping Mobile of Provision DR-2 RehabilitationExisting Urgent of Facilities DR-3 Study Plan Master Drainage Comprehensive DR-4 Improvement of River and Drainage System WS-3 Improvement and ExpansionDistribution of System WS-4Works Water Phase-2 Iolanda-II of Expansion WS-5System Distribution of Expansion WS-6 Expansion Water Works of Iolanda-III WS-7System Distribution of Expansion SW-1 Rehabilitation Remaining of Existing Facilities SW-2 Plant Expansion Treatment Existing of Sewerage SW-3 System Sewer of Expansion SW-4 DevelopmentNew of Sewerage Treatment Plant SW-5 System Sewer of Expansion WS-2 Development Phase-1 WaterIolanda-II of Works WS-1 Improvement of UFW WR-3 on Comprehensive Study GroundwaterManagement Program WR-6 Ordinance onRegistration of Industrial/Commercial Wells WR-7 Improvement of Groundwater Recharge System WR-4 Establishment of Groundwater Level Observation Network WR-5 Sufficient Groundwater DevelopmentNew of WR-8 Groundwater Charge/Taxation for Industrial/CommercialWells WR-1 AcquisitionRiver Water Right Kafue of WR-2 on Kafue Study River IntegratedManagement Program Water Resources Sector Water Supply Sector Sector Sewerage Sector Drainage Team Study Source: JICA

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Sector Programs/Projects WR-6 WR-8 Ordinance on Registration of Groundwater Charge/Taxation Industrial/Commercial Wells for Industrial/Commercial Wells

WR-5 Development of New Sufficient Groundwater

WR-3 WR-7 Comprehensive Groundwater Improvement of Groundwater Recharge System Management Program

WR-4 Groundwater

Water Resources Observation Network

Water Resources WR-2 WR-1 Kafue River Acquisition of Management Bill Integrated Management Program Kafue River water right (+430,000 m3/d for 2030)

WS-2 WS-4 WS-6 Iolanda-II Expansion of Iolanda-II Iolanda-III Water Sector Water Works Water Works Water Works Performance Improvement WS-3 WS-5 WS-7 Project . Improvement and Expansion Expansion of Expansion of of Distribution System Distribution System Distribution System Water Supply Water

WS-1 Reduction of UFW

SW-2 SW-4 Water Sector Performance Improvement Treatment Plant New Sewerage Project Capacity Expansion Treatment Plant 1. BD/DD for rehabilitation works 2. Partial rehabilitation works SW-3 SW-5 3. FS/DD for new system Expansion of Sewer System Expansion of Sewer System Sewerage

SW-1 Remaining Rehabilitation of Existing Facilities

DR-1 Provision of Mobile Pumping Station as as urgent measure

DR-2 Urgent Rehabilitation of Existing Facilities

DR-3 DR-4 Improvement Flood & River Flood & Comprehensive Drainage Improvement of River and Drainage System Master Plan Study

Legend: On-Going Project Proposed Procedure Proposed Project Proposed Program Proposed Study

Source: JICA Study Team 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.

Share Holders (LCC)

Board Directors

Managing Director Audit Committee

Director of Director of Admin. & Director of Director of Finance Legal Services Engineering Commercial Services

Audit Services Information Tech. Manager Manager P. R. Manager

Exec. Secretary

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.

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Director Engineering

Project Technical Services Sewerage Services Scientific Services Water Supply Dept. Maintenance Dept. Implementation Unit Dept. Dept. Dept.

Water Mapping & Kafue Lus aka Designing Kafue Lus aka Sewerage Auditing Draughting Section Section Section Section Section Section Section Section

Sewer Sewerage Instrument Planning Mechanical Network T. P. Section Section Section Section Section

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

Management Team Scheme Manager

Financial Manager Technical Manager

Accountant Plumber Pump Operator Tap Attentant

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.

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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%).

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Table 2.9.2 Revenue and Costs of LWSC (2003-2007)

Year 2003 2004 2005 2006 2007 (mil ZMK) Water and Sewerage Revenue 32,740 38,207 45,608 64,971 78,355 Operating 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 69,607 of which Depreciation & Amortization 2,411 9,121 8,544 9,048 9,780 Core Operational Profit (9,649) (16,512) (5,792) (6,593) (1,032) : 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.

2 1.4 0 -1.0 -2 -2.7

-4 -4.2

-6 -5.8 -5.7 -6.6 -7.3 -8

billion ZMK -10 -9.6

-12 Core Operational Profit Net Profit -14

-16 -16.5

-18 2003 2004 2005 2006 2007

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

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equity and the transaction is reflected in LWSC’s financial statements in 2007.

Table 2.9.4 LWSC Interest-Bearing Liabilities Item ZMK million Long-term 12,944 World Bank: WSPIP (on-going) 10,448 ZAMCO Loan Facility 2,496 Short-term loans 263 Total 26,151

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

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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

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.

Planned Urban Settlement Unplanned Urban Settlement

Uncertain Uncertain Others 0% N.A. Others 0% N.A. 2% 0% 0% 1% Free Housing Free Housing 4% 1%

Rented from Rented from Private Owned Owned Private Landlord Landlord 50% 39% 54% 47%

Rented from Public Landlord Rented from 1% Public Landlord 1% 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.

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Table 3.2.1 Rental Housing Cost against Household Income Average Monthly House Average Monthly HH (House rent (Income)- Settlement Settlement Rent Expenditure Income exp.)/(Income) (house rent Status (ZMK) (US$) (ZMK) (US$) (%) exp.) ($) 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

Planned Urban Settlement Urban Planned New Kanyama 114,000 30 n.a n.a n.a n.a Kalingalinga 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.a Chainda 105,000 28 324,000 85 32.9% 57

Unplanned Urban Settlement Urban Unplanned Kanyama 76,000 20 258,000 68 29.4% 48 Source: Household Interview Survey of PT Survey by JICA Study Team

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.

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 UUS PUS 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 30% 25% 20% 15% 10% 5% 0% Male Female

Source: Household Interview Survey of PT Survey by JICA Study Team

Figure 3.2.2 Occupation by Sex in the Urban Settlements

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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.

100%

80%

Very Good 60% Good Fair 40% Bad Too Bad

20%

d l n e a ly a ty c oad pp ci tio ter a ket R inage u i a n p reen r n S c S G i er Ro r u n / d Dra e Disposlectr y Ce e k Ma e E Ed Healthcare g nit Op Par Fee Wat a u Sew mm o ighborhood Ma C e N

Source: Household Interview Survey of PT Survey by JICA Study Team

Figure 3.2.3 Assessment of Infrastructure and Public Services by Residents of PUS

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100%

80%

Very Good 60% Good Fair 40% Bad Too Bad

20%

d d e l e a a g ly a ty n re r c n t o o a p s i io a e a ee ke R R n p o ic at c nt p r r i u sp r h S a in r ra S ct uc lt e /G M a e D r Di e d a C n k ed e l E e y e r d M e t ge E H it a o F a n Op P o W rh ewa mu o S m hb o ig C e N

Source: Household Interview Survey of PT Survey by JICA Study Team

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.

Percent by Multiple (3) Selection (3) Multiple by Percent 0

d d e l e a g ly a y n re r c n t o a a p s it io a e a e e o n p o c t c t e rk R R i u p ri a n p r a n r a S is t c th e S G i e r c u l C n / M a d D r D e d a e k M e te e l E e y r d e a g E H it p a o F a n O P o W w u rh e m o b S m h o ig C e N

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

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(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. UUS Mix Conventional

Urgent Needs 10 20 30 Water 9 10 12 Road 8 8 10 Health 8 10 7 Employment 8 7 2 Drainage 5 2 9 Recreational facility 5 3 6 Street light 2 10 Security 3 1 6 Police post 3 3 3 High school 4 2 2 Training facility 4 2 2 Garbage collection 1 1 5 Market 4 3 Basic schools 3 2 1 Toilet 3 1 1 Electricity 1 1 Fund 1 1 Literacy 2 Bus stop 2 Sanitation 2 Familiy planning 1 Post office 1 Bank 1 Public transport 1 Support for children and the widows 1 High density 1 Hunger 1 Business and management skill 1 Capacity building 1 Community Hall 1 Bridge 1 Shopping complex 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 3-5 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

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 Communal Public Tap Kiosk Hand Pump Total connection Tap Functioning 87 260 679 12 100 % Number (%) 8.4 % 25.0 % 65.4 % 1.2 % 100 % Source: Survey result from NWASCO and GTZ, 2005

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(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 Communal Own flush Communal Area Own pit latrine Total pit latrine toilet flush toilet 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 (%) Total Improved Flat/ Semi- Area Traditional Detached Servants Other Number of Traditional Appartment detached All Hut House Quarters Dwelling Households House / Multi-unit House All Zambia 45.5 18.7 24.5 5.3 4.3 1.0 0.8 100 2,110,640 Rural 68.5 22.5 6.6 0.9 0.7 0.2 0.6 100 1,288,064 Urban 8.9 12.7 52.9 12.3 9.9 2.4 1.0 100 822,575 Urban Low Cost 11.1 15.8 47.7 13.3 10.4 1.0 0.7 100 593,484 Urban Medium Cost 2.4 5.5 71.4 6.9 9.5 3.1 1.2 100 143,394 Urban High Cost 3.9 2.9 59.2 14.1 6.7 11.0 2.2 100 85,697 Lusaka Province 6.4 6.8 49.6 24.6 10.2 2.0 0.4 100 309,949 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

Settlement Status Average Floor Area Floor Area per Head (m2) (m2/head) Mandevu PUS 126 12.4 Matero PUS 107 13.2 Chaisa UUS 106 5.7 Chipata UUS 94 8.1 Garden UUS 109 7.4 George UUS 90 8.3 Kalingalinga UUS 123 6.5 Source: JICA Study Team

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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 (%) Total Number Area Owner Rented from Rented from Free Other All of Households Occupied Institution Private Landlord Housing All Zambia 73.3 1.7 16.3 8.6 0.1 100 2,110,640 Rural 89.8 0.9 1.4 7.9 0.1 100 1,288,064 Urban 47.0 3.0 40.0 9.8 0.2 100 822,575 Urban Low Cost 48.3 1.7 42.8 7.0 0.2 100 593,484 Urban Medium Cost 47.0 5.4 32.1 15.3 0.2 100 143,394 Urban High Cost 38.2 7.8 33.2 20.8 0.0 100 85,697 Lusaka Province 37.2 1.4 47.3 14.0 0.1 100 309,949 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.

Vorna Valley Ndeke Village

Kwamwena International Airport

New Kanyama Salama

Meanwood Avondale Chalala Bauleni Overspill

Kamuwala South Woodland Extention Libala South

Lilayi

: New Town (Under Development) : LCC Subdivision (Completed) : LCC Subdivision (Under Development) : NHA Housing (Completed)

Source: JICA Study Team Figure 3.2.7 Locations of New Towns, Subdivisions by LCC, and NHA Housing Projects 3-8 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

(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

Name 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 4 806 Kamwala South 208.1 2,042 Libala Soth 183.6 1,177 20 1 3 1 1 3 1 1,207 Bauleni Overspill 11.9 320 New Kanyama 70.4 1,402 1 2 14 1,419 Note: Institutional includes school, clinic and hospital.

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 Name (ha) Housing Others Lilayi 248.6 3,731 N.A. Meanwood Avondale 1,613.9 5,055 27 Salama 104.0 728 20 Kwamwena Valley 120.6 1,712 25 Voma Valley 181.5 1002 20 NdekeVillage 405.8 4512 68 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) 37.5639797 Plot Size (m2) 200 300 300 400 List Price (ZMK) 170,000,000 195,000,000 285,000,000 285,000,000 Cash 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.

LCC

Monitoring Coordination, Report Consultation Coordination, WDC Councillor Consultation Report Monitoring

ZDC ZDC ZDC

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 Budgeted Revenue Actual Revenue Year of Ground Rent Collected Collection Ratio (%) (ZMK million) (ZMK million) 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

Year Number of Housing Units Low Cost Medium Cost High Cost All Type 2001 70 0 3 73 2002 147 42 32 221 2003 162 0 45 207 2004 97 82 20 199 2005 59 71 11 141 200610102343 2007 38 66 9 113 Yealy Average 83 39 20 142 Typical Floor Area 65 85-120 134-175 - (sq.m.) per unit Typical Price (ZMK 36.0 70.0-123.0 217.0 - million ) per unit 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 Basic Infrastructure Basic Infrastructure Improvement Services Public Basic Improvement Securing and Land Consolidating Tenure Appropriate Housing Provision for Development Capacity Activity Community Informal Encourage Activities Sector Business

Urban Center z z z z { { 1. UUS Suburban z z z { z z 2. UUS Spill Over (suburban) z z { { { { Urban Center { { -- { -- -- 3. PUS Suburban { { -- { -- -- 4. New Subdivision (suburban) { { -- { -- -- Settlement New town (rural) ------Legend: Priority grade z = 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 readjustment 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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UUS Improvement Area Improvement

Urban Center Market-help Approach In-Situ Improvement

Participatory Planning

Community Self-help Approach Initiative Suburba

Government Support for Two Approaches and Ordinal Public Investment

Source: JICA Study Team 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 Improvement Strategic Improvement Approach Public Investment and Component Self-help Approach Market-help Approach Government Assistance • Priority routes investment for • This is not applicable to • Area infrastructure road linking with key public community due to development by urban facilities 1.Basic technical and financial renewal or redevelopment

Infrastructure difficulties of community method •Priority communal infrastructure development Improvement • Only support program for • PPP development for (communal tap, community public awareness profitable utilities (e.g. toilet, inundation mitigation, activities water supply) etc) • Public investment for public • CBE activities can be service in strategic areas expanded to public service • Guiding private sector • Financial supports by tax 2. Basic Public (health, education, investment (private exemption of CBE, provision of Services security, fire-prevention, education, health, others) subsidies Improvement etc) into UUS with • Public asset concession to CBE • Voluntary activities for advantageous conditions for sustainable operation and public services management • Area land readjustment of public land with occupancy license residents by urban • Decision-making for land deed renewal or redevelopment title to community by proper 3. Securing and • Public awareness program method for land tenure land distribution Consolidating for land tenure streamlining • Public asset management policy Land Tenure arrangement • Private sector involvement setting by lease hold to private in land business in sector conjunction with urban renewal method • CBO can support self- • Private sector promote rent- • Financial supports by tax 4. Appropriate financing house housing provision by better exemption of CBE, provision of Housing construction through loan- standard subsidies for private housing Provision scheme provision • Private sector can be provision • CBE formulate business encouraged by multi-stories • Provision of housing loan

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Improvement Strategic Improvement Approach Public Investment and Component Self-help Approach Market-help Approach Government Assistance for better quality of housing development scheme for affordable housing building material provision • Establishment of Condominium Act for assurance of floor right • Government program for 5. Capacity • CBO/CBE needs adequate community capacity Development for capacity to handle • This is not applicable by development should be Community effectively with each market mechanism formulated in cooperation with Activity component ODA program 6. Encourage • Informal sector business • Financial supports by tax • Profitable business can be Informal Sector can be encouraged and exemption of CBE, provision of developed in association Business combined with CBE subsidies for private housing with private companies Activities business 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.

Source: JICA Study Team 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.

Source: JICA Study Team 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 Far from Far from CBD but Type of Name of UUS CBD & Poor but Near to CBD Next to Grid Pattern Poor UUS Major Trunk Partial Grid Major Trunk Road Road 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 Source: JICA Study Team

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.

Source: JICA Study Team 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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Source: JICA Study Team 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.

Level of Devolution

Devolution Independent of Public Enterprise by Self Service Finance Body

Combination Commission Commission or Service between of Public Concession of public services and Service public services other profitable service

Assistance for Public Awareness Substitute public Support of public services & Outreach for services based on Public based on public public services public program Service program STEPS toward Sustainable Subsidize from Minimum Income Profitable Income Operation & Gov, NGO, etc by Service Charge for Re-investment Management Source: JICA Study Team 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

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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 (Development Major Services Maintenance of street & sidewalk To be decided through consultation Maintenance of park & open space between government and CIC Public safety regarding to residents' wishes Marketing of district Improvement of public facilities Member of Property owners Staffs of company, business experts Operating Decision Board of directors consisting of Board of directors including Mechanism property owners representatives of residents Major Sources Collection of levy which is added to Management of real estate of Revenue property tax Consulting services Contributions Business operation (recycling, transport service, etc.) Advantage Financial stability by built-in Financial stability by diversified government taxation system business activities No additional levy to residents by self-financing Issue Consensus building of residents Low level of community participation Limited services due to limited revenue Profitability of business 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

Income source of Potential Sector CBE Government Private CBE Supporter Water Communal tap - Fee from Supply - Management communal tap user - LCC Individual tap (Water - Sensitization - Lend land as pay- - LWSC Trust) - Fee collection in-kind Community Road Road users pay user - Pavement fee at road Transport Major Road checkpoint RTFA - Maintenance - Lend land as pay- - Fee collection in-kind

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Income source of Potential Sector CBE Government Private CBE Supporter Construction Not profitable work - LCC Establishment/provision - LWSC Drainage Maintenance of prototype model - Lend land as pay- in-kind - RTFA Vigilante group - Allowance from Setup By-Laws under Private LCC Security - Day/night patrol Vigilante - LCC LCC group - Lend land as pay- in-kind - Monitoring and Solid evaluation of activity Set up solid Waste Waste collection and management Fee from household waste group - LCC (Solid - Sensitization - Advice/diagnosis for per - Lend land as pay- (WMU) Waste - Fee collection sound management brotherhood in-kind CBE) - Setup testimonial company system for incentive PHC: - Sanitary education - Fee from patient - LCC Health HIV/AIDS Responsible for total clinic work Donation - Donation from - MoH - DOTS private companies (DHMT) - Awareness/ sensitization Community school - Governmental school - LCC - Adult literacy - Fee from Education - Establishment/ Private school - MoE - Basic education to provision of prototype participant (DEBS) children model of school Source: JICA Study Team

(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 ZMK 6,000 ZMK 10,235 ZMK 15,000 20/39 Appropriateness of fee/month – Answer: No ZMK 4,000 ZMK 8,941 ZMK 15,000 19/39 Balance/month ZMK 0.35 ZMKK 0.5 ZMK 3.4 million million million No. of staff 5.0 10.1 22.0 Monthly salary /staff ZMK 0 ZMK 43,400 ZMK 154,500 (USD) (USD 0) (USD 12) (USD 43) Source: JICA Study Team

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 Social Provision of Collective Social Housing by Public Sector Housing Improvement of Communal Tap Service to Individual Tap Service to Water Supply Communal Tap Service Entire UUS Entire UUS Road Tarred Condition for Major Local Roads Tarred Condition for Fully Equipped Drainage Drainage Emergent Pump Dewatering System System One Sport Park in One Park/ Sport One Sport Park in One Ward, Neighboring Park Ward, Neighboring Park Adequate Distribution of Security Adequate Distribution of Police Post Street Lights One High School in One High School Provision of Sufficient Classroom Ward Medical Care Improvement of Existing Clinics One Clinic in One Ward

Market Convenient Market with Good Accessibility Clean Neighboring Market

Toilet VIP Toilet, Septic Tank Water Flush Toilet

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

Cost (US$ Classification Code Project and Program Project Outline CostPriority (USD million) million) F/S, DD and construction of infrastructure and land Experimental Implementation of Chibolya UU01 readjustment with land title registration including all 47.0 High Urban Renewal Project necessary process of renewal project involving community F/S, DD and construction of infrastructure and land Renewal of UUS with Infrastructure, UU02 readjustment with land title registration including all 23.0 High Housing and Land Tenure Delivery Renewal of UUS necessary process of renewal project involving community CBE-led Living Environment Cooperative living environment improvement scheme for UU03 1.0 High Improvement UUS in order to grade up sanitary, room standard, etc.,

CBE-led Public Service Operation Cooperative public service scheme for UUS for drainage and UU04 1.0 High (drainage and solid waste management) waste management system improvement Government/financial agencies funding and support to Enhancement of Micro-finance for AH01 NGOs' micro-financing activities for expansion of affordable 8.0 High Housing Development housing development Upgrading of substandard housing in Financial support to NGOs' micro-financing activities for AH02 2.5 High Promotion of UUS upgrading of substandard housing in UUS Affordable Housing AH03 Development of Social Housing by LCC Housing development for low-income group 22.0 Medium

Development of Commercial Housing by Affordable commercial housing development (rent-housing, AH04 40.0 Medium NHA multi-story housing)

Provision of communal tap service for uncovered areas of BI01 Urgent Communal Tap Installation 1.0 High water supply (14% of UUS area)

Improvement of Sanitation from Pit Improvement of BI02 Publicity campaign for promotion of septic tank installation 1.0 High Housing Facilities Latrine to Septic Tank

Environmental Betterment by Conversion Publicity campaign for promotion of environment-friendly BI03 1.0 High of Household Energy Source Energy energy source

Provision of Sufficient Educational SS01 Provision of basic schools, high schools 32.2 High Social Service Facilities Improvement SS02 Improvement of Medical Care Provision of health posts, health centers 15.0 High

Development of Development of Park, Green, Sport PG01 Development of Park, Green, Sport Facilities, Cemetery 23.5 Medium Park & Green Facilities, Cemetery Total 218.2 Source: JICA Study Team

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

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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)

Cost (US$Cost (USD Technical Resettlemen Env. Economic Classification Code Project and Program Project Outline million)million) - - Relevance Priority Difficulty t Impacts Impacts 2015

F/S, DD and construction of infrastructure and land Experimental Implementation of Chibolya UU01 readjustment with land title registration including all 47.0 MMH H HHigh Urban Renewal Project necessary process of renewal project involving community F/S, DD and construction of infrastructure and land Renewal of UUS with Infrastructure, Housing UU02 readjustment with land title registration including all 23.0 M M H H H High and Land Tenure Delivery Renewal of UUS necessary process of renewal project involving community Cooperative living environment improvement scheme for UU03 CBE-led Living Environment Improvement 1.0HHHMHHigh UUS in order to grade up sanitary, room standard, etc.,

CBE-led Public Service Operation (drainage Cooperative public service scheme for UUS for drainage and UU04 1.0HHHMHHigh and solid waste management) waste management system improvement Government/financial agencies funding and support to Enhancement of Micro-finance for Housing AH01 NGOs' micro-financing activities for expansion of affordable 8.0 HHMHHHigh Development housing development Financial support to NGOs' micro-financing activities for AH02 Upgrading of substandard housing in UUS 2.5 HHMHHHigh Promotion of upgrading of substandard housing in UUS Affordable Housing AH03 Development of Social Housing by LCC Housing development for low-income group 22.0 H M M M M Medium

Development of Commercial Housing by Affordable commercial housing development (rent-housing, AH04 40.0 H M M M M Medium NHA multi-story housing)

Provision of communal tap service for uncovered areas of BI01 Urgent Communal Tap Installation 1.0 HHHHHHigh water supply (14% of UUS area)

Improvement of Sanitation from Pit Latrine to Improvement of BI02 Publicity campaign for promotion of septic tank installation 1.0 HHHMHHigh Housing Facilities Septic Tank

Environmental Betterment by Conversion of Publicity campaign for promotion of environment-friendly BI03 1.0 HHHMMHigh Household Energy SourceEnergy energy source

SS01 Provision of Sufficient Educational Facilities Provision of basic schools, high schools 32.2 H H M H H High Social Service Improvement SS02 Improvement of Medical Care Provision of health posts, health centers 15.0 H H M H H High

Development of Development of Park, Green, Sport Facilities, PG01 Development of Park, Green, Sport Facilities, Cemetery 23.5 M M H M M Medium Park & Green Cemetery Ranking: High (H): Positive Impact(s) Medium (M): No impact(s)/impact unknown Low (L): Negative Impact(s) Source: JICA Study Team

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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.

Town Clerk/ Chibolya Directors JICA study Community / WDC Meeting Team - Chairperson / Local - Zone members Consultants - Building Owners Core Group - MP/CC Meeting Outcomes - CBO (HSS/CP/ES)

Physical Condition Coordination Survey Provision of & Supports Survey Team

Household & ZDC Joint Implementation Coordination Provision of Property Survey & Supports with Surveyor Survey Team

Identification of Identification of Issues for Urban Renewal Coordination Issues through Discussions & Supports

Formulation of Joint Planning Formulation for Urban Material Urban Renewal Renewal through Discussions Provision Plan and Facilitation

Organizing and Coordination Workshop /Building & Supports Consensus Facilitation

Master Planning & Lesson Learned & Recommendation Recommendation To Government 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

Source: JICA Study Team 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.

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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 Number of Total Item Building Tenant Living in CT OL UR LRC Chibolya Outside Owner Chiboliya No. of 2 10 714 783 1,359 (636) (1,995) 4,555 5.914 Household 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 Community 1st Workshop 14th June 2008 Introductory meeting / 39 participants Workshops 2nd Workshop 8th July 2008 Introductory meeting / 78 participants 3rd Workshop 25th October 2008 Introductory meeting / 97 participants 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 LCC Task Core Group 4 times HSS/CP/ES, WDCC, MP, CC, LC, JICA ST 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

2nd Community Workshop 4th Community Workshop

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.

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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 Grand Zone 6 7 8 9 Total 10 11 Market* Total 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

Great North Rd. Unplanned Urban Chaz Settlement (UUS) Los Angels Road Mazyop N’go CBD Chung Chi Kam Great Para East Rd. Area

So Ch

Georg Gar Chai Kalikiliki Original Chibolya Kalingal Chibolya 2 Kany Area Mi 4 Co Fra Jonh Bau Chawa 8 Kuomb Average Monthly Market Zone Income: Jonh J In case of Kabulonga Chibolya USD1,670/month/HH Average Monthly Extension Income: Chibolya/Jonh Laing Area Kafue Road USD102/month/ HH

Kafue Rd. 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.

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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. Needs share (%, multiple answ er) out of total answ er 90 80 70 60 50 40 30

20 10 0 l r t ly a y n e e p o rk pos car pace a inage s S a Sup ucati lth M r Di lectricit d d ain Road Dr E E o M ee de r Ro ad ate ge Hea Park/ Green o F W Open rh wa e S Community Ce nt e Neighbo

Source: JICA Study Team 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 Grand Zone 6 7 8 9 Total 10 11 Market* Total 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 20,992 Communal 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 7.3 Ratio (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 21,120 Density (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* -- -- Public Sanitary (septic tank) partial partial partial partial -- partial partial -- -- 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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Los Angels Road

Adjacent Area(3.6 ha) Zone 6 (8.1 ha)

Zone 8 Zone 7 (21.8 ha) (7.9 ha) Zone 9

(10.7 ha) Kafue Corridor Redevelopment Public /Community Zone to Area (3.4 ha) be retained (3.4 ha) Market Improvement Market Area (10 ha) Zone (14.7 Zone 10 (20.2 ha) Zone 11 (29.7 ha) Kafue Road

Kafue Corridor Redevelopment Area (1.1 ha)

Source: JICA Study Team Figure 3.8.4 Community Zones in Old Chibolya and Chibolya Extension

Residential

Commercial

Business

Public & Communal Facilities

Religious

Educational

Zone 8 No./Name

Source: JICA Study Team Figure 3.8.5 Building Use in Old Chibolya and Chibolya Extension

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Paved road

Dart road

Water tank/well

Water supply

Communal Tap

Electricity line

Source: JICA Study Team 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 Grand Item 6 7 8 9 Total 10 11 Total 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

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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 Grand Item 6 7 8 9 Total 10 11 Total 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 1,995 Note: 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 Grand Item 6 7 8 9 Total 10 11 Total 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 Legal Status: Original Chibolya Chibolya Extension Grand Building Owners 6 7 8 9 Total 10 11 Total 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 Legal Status: Original Chibolya Chibolya Extension Grand Building Owners 6 7 8 9 Total 10 11 Total 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.

Implemen- tation Land subdivision with Title Body Revenue & construction of Core-house, infrastructure

Land Chibolya Lease Private Community Capital Partially Sector for Living Area Subscription Business

Tax, Dues Tax, Dues LCC

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. Value of project Cost Revenue

Investor A Compensation Program Revenue Investor B From Core-house Land Investor C Provision Leasehold

Infrastructure Provision Investor D

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.

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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 • Very few adequate rights (Occupancy License) • Giving legitimate land title Living Place • Majority are Land Record Card • Feasible average lot area (180m2/lot) 1. Land only Subdivision • Giving legitimate land title for Program with • Most business are illegal business (building owner) legitimate Working Place • Lack of adequate road access • Business place will locate in given land titles and infrastructure for business neighborhood commercial land Public/Community • Legitimate land title holders • Provision of title Facilities • Lack of paved access road • Sufficient paved access roads • Lack of individual water tap 2. Infrastructure Improvement • Provision of individual water tap • Lack of drainage system Program for whole site • Provision of drainage system • Inadequate sanitation (septic • Appropriate septic tank and sewer tank) Land Lease • Vacant land in the northern part • Vacant land can be leased and Management of Chibolya (in Zone 6 and Zone generated for initial investment fund (partially) 8) for temporary housing construction Temporary • Vacant lands in the southern part • Provision of temporary housing for 3. Initial Project housing of Chibolya building owner during construction for Transition • Core-house with kitchen, shower Arrangement Core-house • (average floor area: 68 m2) room, toilet and one bed room (30m2 provision average) • Construction material for living Material Provision • (not applicable) room and bed rooms (70m2 average)

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Urban Renewal Programs Current Status and Issues Proposed Scheme • Compensation by equivalent value of 4. Compensation Eligible building • Owners who live outside of core-house and current resettlement Program owners Chibolya compensation • Establishment of implementation • Land registration (MOL, LCC) Establishment of body Implementation • Community coordination (LCC, • Potential stakeholders (LCC, WDC, Body WDC) 5. Institutional financial org., other institutions) Arrangement • No experience for the project • Technical, financial and legal Project program implementation of proposed advisory board formulation urban renewal • 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 Reference Land Title (CT) Land Title Core-house Provision Building Material provision* Utilities road paved Secure

Resident z z z z z Building Non-resident -- {{ -- -- Cash compensation Owner Business and trade z ------z Religious z -- z z z All existing facilities Public Community facilities z -- z z z -ditto- Facilities Community School z -- z z z -ditto- Legend: z = 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 • Net density: 250-300 p/ha Residents 1,359 households • Average 180 m2/lot Church (17), Mosque (1), Land lot Public facilities, • Same as existing land area School (7), Communal provision communal • Retaining site and building as Facilities (1), Police for existing facilities possible as they can eligible Office (1) owners Proportional sharing by each business land users of given land 52 buildings for small Business users as Neighborhood Commercial business use land use area Commercial & 55 lots for land lease to Average 1.0 ha/lot business block private or public investor New land Park and 3.0 m2 per person For children’s play lot lot recreation block subdivision Based on the discussion with Other necessary community by possible facilities -- public facilities in case of necessity Source: JICA Study Team • 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 • Kitchen 20 m2 • Bath room / toilet Core House as Housing initial provision 10 m2 • One bed room provision for 2 existing 30 m Sub-total eligible • Structure (masonry wall, floor, owners Building Material Average 40 m2 roof ) for living room and 2 for expansion bed rooms Average 70 m2 Total average

One Unit per • Kitchen / storage 30 m2 household • Living room / 3 bed rooms Temporary • Toilet (m=11, f=9) Housing 113 m2 Ablution Unit • Shower room (m=5, f=5) 1 unit / 25 household • 4 units / 100 households Source: JICA Study Team

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Living Room / Bed Room by Material Provision (av. 40 m2)

Core Area (20 m2) Living Area by 2 Construction 180 m 2 average (10 m ) Toilet / Kitchen Bathroom

Core-House (average 30 m2)

Source: JICA Study Team Figure 3.8.9 Plan of Typical Housing Lot and Model Housing

Temporal Housing Layout Plan

Room Unit (30 2 Ablution Facilities for m /household) for Temporary Housing Temporary Housing

Source: JICA Study Team Figure 3.8.10 Plan of Temporal Housing and Ablution Facilities

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Core House Expansion by provision material provision

Access road with drainage, sewer system and power

Typical individual house accomplished after Individual extending from Lot Provision for Core House by Building Owners With Land Title 54 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

Type of Criteria Urban Block Item Reference Infrastructure (width) C&B R This is proposed to be Inner Ring Road 16m implement by other key road yes -- project For major access with Area collector road 16m yes -- Road walkway Network For minor access with side Area feeder road 12m yes yes lane For minor access with side Plot service road 8m -- yes lane Water supply to plot Trunk line and feeder lines yes yes Drainage system by road Every roadside gutter yes yes Infrastruc ture Sewer system to plot Trunk line and feeder lines yes yes Network Electricity on road Underground or by poles yes yes 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

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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) Population Extension 6,200 Density: 300 p /ha, residential area (20.6 ha) 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 Total (ha) Reference Original Extension Kafue* % 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

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Source: JICA Study Team 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 Minimum Land Use Control Zone Location FAR BCR Setback Commercial & Business Zone Not applied ------Church rd (d:100m), Corridor Commercial Zone 200% 70% 2 m Commercial Los Angeles rd (d:100m) & Business Mixed Use Zone (with R) Original Chibolya 150% 60% 5 m Neighborhood Commercial Chibolya Extension 100% 80% 1.5 m High-dense Residential Not applied ------Residential Medium-dense Residential Chibolya Extension 100% 40% 1.5 m (R) Low-dense Residential Not applied ------Source: JICA Study Team

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Commercial And Business Zone

Neighborhood Commercial Zone

Residential Public/Communal Zone Facilities Zone

Park & Market Market Recreation (Retail) Parking (Wholesale) Zone Area

Source: JICA Study Team 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 Source: JICA Study Team

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Inner Ring Road Los Angeles Road Area Collector Road Area Feeder Road Ben Bella Plot Feeder Road Road Plot Service Road Lumumba Road

Church Road

Kafue Road

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

Project Cost Urban Renewal Programs Share (%) (USD million) 1. Land Subdivision Land clearance 0.48 1.0 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 3. Initial Project for Core-house provision 10.87 23.0 Transition Arrangement Material Provision (house) 16.31 34.6 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

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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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STEP-3 STEP-4 STEP-5 STEP-7….. X

Infrastructure Residents Residents Clearance and Core- Group B Group A (BO) & house (landlord) move to TH Subdivisio Construction move to TH n

Group C

Vacant Temporary House material Group D

Land in House provision & Group X Chibolya Construction Construction Move to new Group X house after STEP-1 STEP-2 completion STEP-6 Same STEPs are repeated

STEP-1 Land Lease to Private Business Investor First Stage Investment Vacant

Original Original Chibolya Chibolya 2nd els rd. g Stage Church rd. Church Los Angels Angels Los Los An Los Chibolya Chibolya STEP-4 Et i STEP-4 Back to Subdivision & Group A Site Construction STEP-2 STEP-3 Move to Construction Temporal of Temporal Housing Group A Housing Source: JICA Study Team 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.

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Table 3.8.20 Alternatives for Formulation of Implementation Body

Government Project Management Operation

Alternative gement Organization gement Organization For Chibolya Urban Renewal Project LCC / WDC LCC / Other Ministries others) or Authority ( National Housing institutions) other (Banks or Financing Project Selling Land / Promotion of Marketing management administrative and Accounting for re-subdivision management Land Infrastructure Management for Construction participation Sector Private infrastructure for services Maintenance customers of collection charge Due and Chibolya Community Mana

Alternative 1: Committee / LC LC z { { z z { { z { -- Board C C Alternative 2: Urban Renewal LC LC z { { z z z z z { { Cooperative C C Alternative 3: Development z z z z z z z z z z z z Corporation Legend: z = 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.

Lusaka Ward City Chibolya Development Urban Committee Renewal Relevant Committee Chibolya Authorities / (Board) CBO Ministries

Chibolya Urban Renewal Cooperative

Legal Land Construction Financial Consultation Management Management Management Section Section Section Section

Source: JICA Study Team Figure 3.8.16 Example of Implementation Body for Chibolya Urban Renewal

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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

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

Env. Social Environment Natural Environment Pollution Impacts

Impact Phase 1.Involuntary Resettlement 1.Involuntary as such Economy 2.Local Livelihood, & Employment etc. of Utilization & 3.Land Use Resources Local such Institutions 4. Social of Communities as Split Social 5.Existing Services & Infrastructures & 6.The poor, indigenous people ethnic of Benefit 7.Misdistribution & Damage Heritage 8.Cultural of Interest Conflict 9.Local Water or Usage 10.Water Common of Rights & Rights 11.Sanitation Infectious (Risk), 12.Hazards as HIV/AIDS such Diseases & 13.Topography Features Geographical Erosion 14.Soil 15.Groundwater Situation 16.Hydrological Zone 17.Coastal & Flora 18.Fauna, Biodiversity 19.Meteorology 20.Landscape Warming 21.Global 22.Air Pollution Pollution 23.Water Contamination 24.Soil 25.Waste & Vibration 26.Noise Subsidence 27.Ground Odor 28.Offensive Sediment 29.Bottom 30.Accidents Overall A- A+ A+ A- B- C- B- B- B- B+ B- B- B- B- B- B- B- A- B- B- A- B- C-

Construction A- A+ A- B- C- B- B- B- B- B- B- B- B- B- B- B- B- B- B- Phase Operation A+ A+ C- C- A+ B- B- B+ B- B- B- B+ B- A- A- B- C+/- Phase Source: JICA Study Team

(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.

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Table 4.1.2 Proposed Mitigation Measures for the Urban Transport Master Plan Impact Significant/Remarkable Overall Mitigation Measures No. Negative Impacts 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 Minimize impacts of the split of communities by considering of Communities) 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 Consider alternative routes to avoid any forest reserve as much as Biodiversity 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. Source: JICA Study Team

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.

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Table 4.2.1 Summary of Environmental and Social Impacts of the Water Supply/Sewerage Master Plan

Env. Social Environment Natural Environment Pollution Impacts

Impact Phase 1.Involuntary Resettlement 1.Involuntary as such Economy 2.Local & Livelihood, Employment etc. of & Utilization 3.Land Use Resources Local as such Institutions 4. Social of Communities Split Social 5.Existing & Services Infrastructures & indigenous 6.The poor, people ethnic Benefit of 7.Misdistribution & Damage Heritage 8.Cultural Interest of Conflict 9.Local or Water Usage 10.Water of Rights & Rights Common 11.Sanitation Infectious (Risk), 12.Hazards such Diseases as HIV/AIDS & 13.Topography Features Geographical Erosion 14.Soil 15.Groundwater Situation 16.Hydrological Zone 17.Coastal & Flora 18.Fauna, Biodiversity 19.Meteorology 20.Landscape Warming 21.Global 22.Air Pollution Pollution 23.Water 24.Soil Contamination 25.Waste & Vibration 26.Noise Subsidence 27.Ground Odor 28.Offensive Sediment 29.Bottom 30.Accidents Overall B- A+ A+ B- A- A+A+ A+A+ B- B- A+B- B- B-

Construction B- B+ B- A+A+ B- B- B- B- Phase Operation A+ A+ A- A+A+ A+A+ A+A+B- B- Phase Source: JICA Study Team

(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 Significant/Remarkable Overall Mitigation Measures No. Negative Impacts 10 Water Usage or Water Rights Coordinate among right holders the water rights. and Rights of Common 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. Source: JICA Study Team

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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

Env. Social Environment Natural Environment Pollution Impacts

Impact Phase 1.Involuntary Resettlement 2.Local Economy suchas EmploymentLivelihood, & etc. 3.Land& Use Utilizationof Resources Local 4. Social Institutions such as Splitof Communities 5.Existing Social Services & Infrastructures 6.The poor, indigenous & people ethnic 7.Misdistribution of Benefit & Damage 8.Cultural Heritage 9.Local Conflict of Interest Water or Usage 10.Water Rights & Rights of Common 11.Sanitation Infectious (Risk), 12.Hazards HIV/AIDS such as Diseases 13.Topography & Features Geographical 14.Soil Erosion 15.Groundwater 16.Hydrological Situation Zone 17.Coastal 18.Fauna, Flora & Biodiversity 19.Meteorology 20.Landscape 21.Global Warming 22.Air Pollution Pollution 23.Water 24.Soil Contamination 25.Waste Vibration & 26.Noise 27.Ground Subsidence 28.Offensive Odor 29.Bottom Sediment 30.Accidents Overall A- A+ A+ A- B- C+/- C- C- A+ A+ A+ B- A+ B- B-

Construction A- B+ A- B- C+/- B- B- B- B- Phase Operation A+ A+ A- C+/- C- C- A+ A+ A+ A+ A+ Phase Source: JICA Study Team

(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.

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Table 4.3.2 Proposed Mitigation Measures for the Urban Settlement Improvement Master Plan Impact Significant/Remarkable Overall Mitigation Measures No. Negative Impacts 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 Minimize impacts of split of communities by considering alternative Communities) relocation sites if necessary. Conduct sufficient consultation on relocation with the PAFs. 6/7/9 The poor, indigenous & ethnic Conduct adequate public consultation so that agreement between the people, conflicts of interest, government and residents can be forged. Pay special attention to the misdistribution of benefit & vulnerable such as the lower-income residents, the elderly, the disabled, damage women, and children. Source: JICA Study Team

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