The report on recommendations for improving Lusaka’s non-motorised transport (NMT) infrastructure, developed by ITDP and ZIPAR, outlines several actionable steps to establish safer, more accessible pedestrian and cyclist corridors.

1. Context and Importance of NMT in Lusaka

Lusaka has high levels of non-motorised transport usage, with approximately 65% of the population relying on walking or cycling for daily commutes. The current infrastructure is inadequate, characterized by narrow or absent sidewalks, lack of dedicated cycle lanes, limited pedestrian crossings, and heavy traffic. The absence of safe and accessible NMT infrastructure contributes to high traffic accident rates, especially involving pedestrians and cyclists, underscoring the need for a dedicated improvement strategy. Implementing these recommendations would not only enhance road safety but also promote equity and improve the quality of life for all users, particularly in low-income communities that are most dependent on NMT.

2. Phased Implementation Strategy

The proposal suggests a phased approach over a ten-year period, focusing on prioritized corridors and intersections based on pedestrian and cyclist volumes, crash hotspots, and connectivity needs. This phased structure facilitates a gradual rollout, making it possible to assess, learn, and adapt based on initial outcomes, community feedback, and evolving urban conditions. The phases are as follows:

• Phase 1 (Years 1-2): Immediate interventions on high-priority routes, such as the CBD’s main corridors and a greenway along the railway. Key roads like Lumumba and Cairo Roads will see improvements like wide sidewalks, dedicated cycle lanes, and safer crossings.
• Phase 2 (Years 3-5): Expansion to corridors with moderate pedestrian and cyclist traffic, including infrastructure additions in the northern CBD and key roads accessing the University Teaching Hospital and low-income residential areas.
• Phase 3 (Years 6-10): Extending the improvements to peripheral areas with significant NMT usage. This phase will enhance long-range corridors like Great East Road and Airport Road, completing a citywide network.

This phased implementation enables scalability and reduces disruptions while maintaining continuous improvement momentum.

3. Design Standards and Infrastructure Components

The proposed design standards are critical to ensuring functionality, safety, and accessibility for all users. These standards are informed by best practices from other African urban centers and include:

• Footpaths: Minimum width of 2 meters, clear of obstructions, with elevated sections where feasible to enhance safety. Tactile paving is recommended for inclusivity, and bollards are suggested to prevent vehicle encroachments.
• Cycle Tracks: Dedicated, physically separated lanes with minimum clear widths, smooth surfaces, and accessible ramps. Elevating the tracks from the roadway (by approximately 150 mm) can help manage stormwater and protect cyclists from motor traffic.
• Crossings: Safe pedestrian crossings near high-traffic areas, with raised tabletop designs in unsignalized sections to encourage slower vehicle speeds. Signalized intersections and pedestrian refuge islands enhance safety on major roads.
• Street Lighting and Landscaping: Adequate street lighting, especially in high-use corridors, enhances safety and personal security. Shade from trees improves pedestrian comfort, with provisions for tree pits to ensure healthy urban green spaces.

Implementing these standards will make NMT infrastructure in Lusaka more resilient and user-friendly, encouraging more residents to walk or cycle safely.

4. Community and Stakeholder Engagement

The successful implementation of NMT improvements hinges on robust stakeholder engagement, as emphasized in the workshops with representatives from the government, community, and local businesses. The workshops have already identified corridors that are critical for Phase 1 interventions and proposed additional designations such as pedestrian zones in the CBD.

For effective and sustainable implementation, continued community involvement is essential. Establishing an advisory committee for ongoing feedback and support could enhance public acceptance, mitigate potential disruptions, and ensure alignment with the needs of those directly affected. Engagement with vendors and local businesses will help balance infrastructure needs with economic activities, especially in busy zones where street vending is prevalent.

5. Institutional Responsibilities and Capacity Building

Implementing the proposed improvements requires a coordinated approach across multiple agencies:

• Ministry of Transport and Logistics will oversee policy formation and strategic direction.
• Lusaka City Council will lead the on-ground implementation of NMT projects and ensure compliance with street design standards.
• Road Development Agency will provide technical oversight, particularly for large-scale construction projects and resource mobilization.
• RTSA and Zambia Police Service will enforce traffic regulations, ensuring compliance with speed limits and protecting pedestrian zones.

To manage this complexity, capacity-building programs and establishing NMT-focused units within relevant agencies are essential. These units can provide technical support, monitor project quality, and streamline the approval process for NMT projects.

6. Financing and Sustainability

The total estimated budget for the proposed improvements is ZMW 1.3 billion (USD 50 million). Given Zambia’s constrained fiscal space, the financing strategy emphasizes diverse funding sources, including:

• Parking Management Fees: Demand-based fees in the CBD could generate revenue while disincentivizing car use, promoting NMT as an alternative.
• Fuel Levies: Increasing the fuel levy could generate funds dedicated to NMT improvements while encouraging a shift towards non-motorised and public transport options.
• Climate Finance: International climate funds or green bonds are potential resources, as NMT improvements align with environmental sustainability objectives. Additionally, international development banks could support project financing, especially if linked with broader urban development programs.

A dedicated NMT budget line in Lusaka’s transport improvement funds is recommended for transparency and efficient fund allocation, ensuring continuous investment in maintenance and upgrades.

7. Monitoring, Evaluation, and Long-Term Impact

To ensure accountability and optimize the project’s impact, a comprehensive monitoring and evaluation framework is recommended. This should include:

• Data Collection: Regular updates on NMT user volumes, accident statistics, and public satisfaction are essential for assessing the effectiveness of each phase.
• Performance Metrics: Key indicators, such as pedestrian and cyclist safety, travel time reductions, and infrastructure utilization rates, will help evaluate the program’s success.
• Periodic Reviews: Mid-phase reviews, especially after Phase 1, will provide insights into challenges and allow adjustments to future phases.

By tracking these metrics, the city can ensure that the NMT network evolves in response to real-world needs, building a safer and more inclusive urban environment.

8. Conclusion

The recommendations for Lusaka’s NMT network present a transformative opportunity for the city, aligning urban infrastructure with the needs of the majority of residents who rely on walking and cycling. The phased approach allows for manageable investments, reducing immediate fiscal pressures while establishing a foundation for long-term mobility improvements. Effective implementation will require coordination across agencies, robust community engagement, and diversified financing. If successful, this project could serve as a model for other urban areas in Zambia and Sub-Saharan Africa, fostering a shift towards equitable and sustainable urban transport.