Government of the Kingdom of Lesotho

Ministry of Public Works and Transport

and Maseru City Council

Maseru Urban Planning

and Transport Study
Draft Final Report

October, 2010 Contract: ITP/9.2/2007

Halufa Group
Shapira & Hellerman Planners
Urban Planning & Development
Foreword
The Hon. Minister of PW&T (to be provided by client, have photograph)

MUP&T Draft Final Report [i] July 2010

MUP&T Draft Final Report [ii] July 2010
The Hon. Mayor and/or CEO of Maseru (to be provided by client, also require photo)

MUP&T Draft Final Report [iii] July 2010

MUP&T Draft Final Report [iv] July 2010
Table of Contents
page
1 Executive Summary 1
1.1 Background 1
1.2 Background to the Development of Maseru 2
1.3 The Role and Function of Maseru 3
1.4 The Path to Development 4
1.5 Maseru – A City of Quality 5
1.6 Planning Maseru 7
1.6.1 Integrated Strategic and Spatial Development Framework (SDF) 9
1.6.2 Towards Implementation 12
2 Introduction to the Maseru Urban Planning and Transport Study 13
2.1 Background to the Maseru Urban Planning and Transport Study 13
2.2 The Structure of the Report 14
2.3 Methodology 18
2.4 Information Resources 21
2.4.1 Stakeholders 21
2.4.2 Literature, Data and Information 21
2.4.3 GIS 24
2.4.4 Surveys 25
2.5 Study Area 26
3 Background to the Development of Maseru 28
3.1 Historic Background of the City of Maseru 28
3.2 Natural Systems 30
3.2.1 Geology and Geomorphology 30
3.2.2 Topography and Morphology 31
3.2.3 Climate 32
3.2.4 Soils 32
3.2.5 Flora and Fauna 32
3.2.6 Hydrology and Water Bodies 33
3.3 The Planning of Maseru 34
3.4 Summary and Implications 36
4 The Role and Function of the City 38
4.1 The Capital City 38
4.2 The Primate City 39
4.3 The Gateway to Lesotho 40
4.4 The Engine of Growth 41
4.5 Maseru as Home - The Dual City 43
4.6 Summary and Implications 44
5 The Spatial Structure of Maseru 46
5.1 The Semi-Radial “Port City” 46
5.2 The “One Mile” Core 47
5.3 The Sprawling City 48
5.4 The Naturally Endowed City 53
5.5 Urban Form 54
5.5.1 The Built Environment 55
5.5.2 Public Space 55
5.5.3 Open Space 56
5.6 Maseru‟s Land Reserves 58
5.7 Summary and Implications 59

MUP&T Draft Final Report [v] July 2010

 6 The Social Structure of Maseru 60
6.1 Introduction 60
6.2 Population and Demographic Structure 60
6.2.1 Population Growth 60
6.2.2 Demographic Imbalance 62
6.3 Poverty 64
6.4 Socio-Economic Structure 65
6.5 Household Structure 68
6.6 Communities and Social Cohesion 69
6.7 The Emergent Middle Class 69
6.8 Health 70
7 The Economic Development of Maseru 71
7.1 National Economy 71
7.2 Maseru in the National Economy 72
7.3 Maseru‟s Space Economy 73
7.4 Labour Force, Employment, Unemployment and Income 76
7.4.1 Employment and Income 76
7.4.2 The Work Force 76
7.4.3 Structure, Scale and Distribution of Employment 78
7.5 The Property Market 79
8 Services, Infrastructure and Environment 81
8.1 Education 81
8.2 Health Services 83
8.3 Infrastructure 86
8.4 Environment 88
8.4.1 Air Quality 88
8.4.2 Noise 89
8.4.3 Built Environment 89
8.4.4 Water and Sewage 89
8.4.5 Waste and Waste Disposal 90
8.4.6 Impacts of Construction and Infrastructural Development 91
8.4.7 Protection and Preservation of Historic Assets 91
9 Transportation and Movement 92
9.1 Pedestrian Movement in Maseru 92
9.2 The Public Transport System 95
9.2.1 Public Transport Services 95
9.2.2 Public Transport Fare Structure 97
9. 3 The Road Network 99
9.4 Motorised Transport and Traffic Management 101
9.5 Summary and Implications 104
10 Primary Development Trends 105
10.1 Demographic Growth 105
10.2 The Education Revolution 106
10.3 Economic Growth 106
10.3.1 Rapid Growth 106
10.3.2 Maseru‟s Competitive Profile 110
10.3.3 Potential for Future Economic Development 111
10.4 Accelerated Sprawl 113
10.5 The City in Transition 115
10.6 The City in Crisis 117
10.7 Entrenching and Exacerbating Poverty 119

MUP&T Draft Final Report [vi] July 2010

 11 Developmental Scenarios 120
11.1 Ongoing Sprawl 121
11.2 Radial Corridors 122
11.3 Compact City 124
11.4 Embryonic Conurbation 127
11.5 Quantitative Comparison of the Development Scenarios 128
11.6 Summary and Conclusion 129
12 Policy and Vision 131
12.1 Primary Policy Recommendations 131
12.1.1 Demographic Issues and Challenges 131
12.1.2 Social Issues and Challenges 131
12.1.3 Economic Issues and Challenges 132
12.1.4 Environmental Issues and Challenges 133
12.1.5 Spatial Planning and Developmental Issues and Challenges 134
12.1.6 Transportation Issues and Challenges 135
12.2 Vision - Maseru 2030 136
12.2.1 Policy Directives and Models 136
12.2.2 Maseru 2030 137
12.2.3 Capital City and Showcase of Lesotho 138
12.2.4 Southern African Regional Centre 139
12.2.5 Social & Cultural Centre of the Basotho 140
12.2.6 Beyond Poverty 141
12.2.7 The Safest City in Africa 141
12.2.8 Lesotho‟s “Engine of Growth” 142
12.2.9 Sustainable Maseru 143
12.2.10 “Blue and Green Maseru” 144
12.2.11 “Accessible Maseru” 146
12.3 Goals and Objectives 147
12.4 Strategic Decisions 147
12.5 Primary Fields of Intervention 148
12.5.1 The Urban “Big Moves” 148
12.5.2 The Transportation “Big Moves” 150
13 Integrated Strategic and Spatial Development Framework 151
13.1 Introduction 151
13.1.1 Purpose of the Integrated Strategic and Spatial Development Framework 151
13.1.2 Initiation, Preparation and Submission of the SDF 151
13.1.3 The Status of the SDF 152
13.1.4 The Scope of the SDF 154
13.1.5 The Precision of the SDF 154
13.1.6 Approval of Detailed Plans 155
13.2 Developmental Programme 155
13.2.1 Population and Demographics 155
13.2.2 Spatial Area 156
13.2.3 Housing 157
13.2.4 Employment 158
13.2.5 Local Social Services 159
13.2.6 “Green” Elements and Open Space 159
13.2.7 Movement and Transportation 160
13.3 Urban and Spatial Systems 161
13.3.1 Development Boundary Cordon 161
13.3.2 Inner-City Land Reserves 162
13.3.3 Infill Development 164
13.3.4 Built Area Densification 167
13.3.5 Housing Densification and Upgrade 169

MUP&T Draft Final Report [vii] July 2010

 13.3.6 Planning of New Developments 171
13.3.7 Concentrating and Distributing Development and Services 172
13.3.8 Maseru City Centre 174
13.3.9 Integrated Development Corridors and Nodes 182
13.3.10 City Gates 193
13.3.11 Greening Maseru 197
13.3.12 Prohibited and Restricted Development Areas 207
13.3.13 Infrastructure and Utilities 209
13.3.14 Extending, Upgrading and Redistributing Services 211
13.3.15 Economic Development 220
13.3.16 Form and Identity 228
13.4 Transportation Systems 229
13.4.1 Pedestrian Movement Systems 229
13.4.2 Integrated Public Transport Network 231
13.4.3 Enabling and Promoting Cycling 236
13.4.4 Improving the Road Network 237
13.4.5 City Centre On-Street Parking 241
13.5 SDF Maps and Schemes 244
13.5.1 MPA Integrated Planning Scheme 244
13.5.2 MUA Integrated Planning Scheme 245
13.5.3 Restricted and Prohibited Development Areas 246
13.5.4 Integrated “Green and Blue” Network 247
13.5.5 MUA Transportation System 248
14 Transportation Development Plan 249
14.1 Developing Safe Pedestrian Movement 249
14.2 Developing an Integrated Public Transport Network 251
14.2.1 Reorganising the PT Network 251
14.3 Enabling and Promoting Cycling 260
14.4 Improving the Road Network 261
14.4.1 Increasing Capacity along Major Arterial Roads and New Arterial Roads 261
14.4.2 Reconstruction of Selected Congested Intersections 263
14.5 City Centre On-Street Parking 264
14.6 Additional Traffic Management Tools 266
15 Institutional Framework for Urban Planning & Transportation 267
15.1 The Statutory and Institutional Framework for Urban Planning 267
15.1.1 Land Tenure System 267
15.1.2 Boundaries 267
15.1.3 Planning Law 268
15.1.4 Development Control Code (1989) and Planning Standards (1990) 270
15.1.5 Planning Institutions 270
15.2 Planning and Regulating Urban Development 271
15.2.1 Capacity Building 271
15.2.2 Resource Mobilisation and Financing of Urban Development and 272
Services
15.3 The Statutory and Institutional Framework for Transportation 274
15.4 Planning and Regulating Transportation 274
15.4.1 Capacity Building 274
15.4.2 Long-Term Investment Strategy for Transportation 276
16 Transportation Investment Plan 278

MUP&T Draft Final Report [viii] July 2010

Appendices
page
1. References and Bibliography 284
2. Required Land Allocations for Schools in the MUA, by TAZ 293
3. Required Land Allocations for Health, Social and Community Facilities 295
in the MUA, by TAZ
4. Moshoeshoe Road Integrated Transportation Corridor 297
“Central Park” & “Central Bank” Intersection Upgrade
6. Thetsane Integrated Development Node 301
7. Action Plans for Special Needs Populations 304

MUP&T Draft Final Report [ix] July 2010

List of Tables
page
1. 2006 Census Data Received 22
2. GIS Layers Received 23
3. Lesotho De Jure Population Growth 60
4. Maseru Estimated Workforce and Employment, 2009 77
5. MUA Education and Employment 77
6. Pedestrian Access to Educational Institutions 83
7. MUA Modal Split by Socio-Economic Group 92
8. Lesotho and Maseru Urban Area De Jure Population Growth 105
9. Post-Secondary Education – Enrolment Rates and Number of Teachers 106
10. Comparative Development Scenarios 129
11. The Inter-relationship between Goals and Objectives and Strategic Decisions and 149
Actions
12. Population, Households and Cohort Sizes, 2006 and Projected 2030 156
13. Gross Area, Urban Footprint, Built Area, Densities and Average Residential Land 156
Allocations, 2006 and Proposed 2030
14. Proposed Capacity, Estimated Implementation Rates and Projected Supply of 157
Housing Units, 2030
15. Mix of Housing Units by Type, 2006 and Proposed 2030 157
16. MPA Employment by Sector, 2006 and Projected 2030 158
17. Distribution of Employment & Non-Residential Built Space in the MUA 158
18. MUA Land Allocations for Local Public Services, 2030 159
19. Scale of Proposed Primary Green Elements and Nature Reserves 159
20. Scale of Proposed Public Open Space 160
21. Scale and Distribution of Trees and Saplings 160
22. Scale of Demand for Transport and Modal Split in the MPA, 2030 160
23. Congested Intersections and Locations in Maseru, 2009 238
24. Summary of Proposed City-Scale Sidewalk Backbone and Cycling Path 249
Development Projects
25. Summary of the Proposed Development Plan for an Integrated Public Transport 251
Network
26. Proposed Hierarchical Public Transport Network Route Details 251
27. Proposed Network Scheme Summary, AM Peak Hours 252
28. Required Number and Type of Vehicles for the Hierarchal PT Network 255
29. Characteristic of the Main-South BRT Service 258
30. Example of a Timetable Schedule for the BRT 259
31. 2010-2030 Arterial Road Development Plan 262
32. Intersections for Upgrade 263
33. Potential Revenue from On-street Organised Parking Area 265
34. Additional Traffic Management Tools 266
35. Transportation Development Projects 278
36. Projected Annual Investment (million US$) 283

MUP&T Draft Final Report [x] July 2010

List of Figures(1)
page
1. Primary Methodology and Process 18
2. The Contextual Framework of the MUP&T 19
3. MUP&T Schematic Work Plan 20
4-7. Examples of Proceedings of Public Participation Workshop 21
8. Maseru 1890 28
9. View of Maseru from the South African Border, 2010 29
10. Thibella Terminus “Taxi Rank”, Maseru, 2006 30
11. Bus Scrapyard, Maseru, 2009 30
12- 13. Examples of Views and Vistas (Maseru 2009) 32
14. Maseru Relative to Lesotho 40
15. Vehicular Border Crossings 41
16. Maseru in Relation to Selected South African Cities 42
17. Caledon River Crossing, pre-1905 46
18. Gross Urban Densities 48
19. Representative Plot Sizes 48
20. MUA 2005 and MDP Proposed Land Use 49
21. Racecourse/Polo Grounds (Maseru 2009) 56
22-24. Examples of Preserved Open Space 57
25. Maseru‟s Proportion of Total Population / Urban Population 61
26. National & MUA Age Structure 62
27. National & MUA Dependency Ratios 63
28. MUA Gender Ratios 63
29. Lesotho Human Development Index Trends 64
30. MUA Socio-Economic Structural Imbalance 66
31. HIV Prevalence by Employment and Sex 70
32. Historic and Projected PPP per Capita GDP in Southern Africa 71
33. MUA Employment by Sector 78
34. MUA Employment by Sector, 13+ years Education 78
35. Enrolment in Primary Education by Sex 81
36. MUA Access to Water, 2006 86
37. MUA Access to Sewage, 2006 86
38. MUA Waste Disposal Services, 2006 87
39. Comparative Modal Split in Selected African Cities 93
40-41. Examples of Pedestrian Activity in Maseru, 2009 94
42. Start Time to Work / Education, by Mode of Travel 94
43. Maseru Example of “4+1”, 2009 95
44. Maseru Passenger Share by Type of Vehicle, AM Peak Hour, 2009 95
45. Maseru Example of “Taxi” Queue, 2009 96
46. Maseru Average Waiting Time at Ranks, PM Peak Hour, 2009 97
47. Comparative PT Fares 97
48. Maseru Daily Trip Generation by Income Level 98
49. Projected Population Growth 2006-2030 105
50. MUA Industrial and Commercial Built Space (m2) 108
51. Constraints on Investment in Lesotho 110
52-53. Examples of the Juxtaposition of Traditional & Modern 115
54. Socio-Economic Mobility 116
55. MUA Household Status 117
56. Reasons for Absence of Spouse 117
57. Developmental Scenarios 120

1
Including pictures and diagrams

MUP&T Draft Final Report [xi] July 2010

The Urban “Big Moves” 148
The Transportation “Big Moves” 150
Example of Infill Potential in Maseru 166
62-64.
Generic Examples of Densification Options Examples of Higher 167
Density Housing
Road Fatalities in Lesotho and Maseru, 2003-2006 168
Transport Expenditure by Socio-Economic Group
Comparative Average Daily Ridership on Buses
229
231
68-69.
232
Examples of BRT Lanes in Bogota (Left) and Lagos (Right)
70. 235
Trip Length Distribution, Maseru - THS, Nov 2009 236
71. 237
Example of Roadside Cycle Path 243
72. 256
On-Street CBD Parking Demand by Time of Day 2010 257
73-74.
Examples of Midi-Busses Mercedes (Left) MAN NM 223 (Right) 283
75-76.
Examples of Bus Stops in Paris (Left) and Tokyo (Right)
77. Projected Annual Investment (million US$)
MUP&T Draft Final Report [xii] July 2010
List of Maps
page
Maseru Contiguous Built Area 26
MUP&T Study Area 27
Dobson Town Plan 1910 34
Maseru Development Plan, 1990 36
Maseru and Linkages in Lesotho 39
Lesotho Land Entry Ports 41
Linkages in the Southern African Space Economy 42
MUA Built and Gazetted Areas 44
Maseru “Port” and Semi-Radial Structure 46
The “One Mile” Core 47
MUA Population Density 48
Example of Modern Subdivision – Le Cop 50
Example of Ex Post Regularisation of Landholdings – Mabote 51
Example of Peripheral Traditional Land Allocation – Ha Ts‟osane 51
MUA Streams, Rivers, Water Bodies and Topography 53
MPA Environmental Sensitivities 54
MUA Land Reserves for Development or Preservation 58
MUA Socio-Economic Status by Housing Type and Standard by EA, 2005 67
MUA Proportion of Malaene as % of Households by TAZ, 2005 68
MUA Distribution of Major Non-Residential Activity Nodes 75
21-22. MUA Distribution of, and Access to, Schools 83
MUA Distribution of, and Access to, Medical Facilities 84
MUA Distribution of, and Access to, Cemeteries 85
MUA Distribution of ,and Access to, Electricity 88
MUA Sidewalks 93
MUA Paved and Unpaved Roads 99
MUA Number of Lanes 99
MUA Median Separation 99
MUA Road Drainage 100
MUA Street Lighting 100
GPS Analysis, AM Peak Hours Speeds, Zoom Out 102
GPS Analysis, AM Peak Hours Speeds, Zoom In 102
GPS Analysis, PM Peak Hours Speeds, Zoom Out 103
GPS Analysis, PM Peak Hours Speeds, Zoom In 103
New Construction in the CBD (2000-2009) 108
New Construction in the Northern (Station) Industrial Zone (2000-09) 108
New Construction in the Thetsane Industrial Zone (2000-2009) 109
MUA Average Annual Rate of Growth by EA (2000-2005) 114
Maseru Residential Incursion into Non-Residential Areas (2000-2005) 114
Ongoing Sprawl Scenario 121
Radial Corridors Scenario 123
Compact City Scenario 126
Embryonic Conurbation Scenario 128
MUA and MPA Boundaries 154
Maseru Urban Edge 161
MUP&T Draft Final Report [xiii] July 2010
 47. Required Barriers on the Urban Edge 162
48. Primary Inner-City Land Reserves for Planning and Development 163
49. MUA Infill Potential 165
50. MUA Densification Potential 168
51. MUA New Development Potential 172
52. Maseru City Centre 174
53. Corridors and Nodes 185
54. Section of Main North Corridor and Le Cop Node 187
55. Section of Main South Corridor and Nodes 188
56. Section of the Millennium Corridor and Millennium Park Node 190
57. Structure of the Green and Blue Network 202
58. Distribution of Pre-Schools in the MUA, 2030 214
59. Distribution of Primary Schools in the MUA, 2030 214
60. Distribution of Secondary and High Schools in the MUA, 2030 215
61. Distribution of Special Education Facilities in the MUA, 2030 215
62. Distribution of Clinics in the MUA, 2030 216
63. Distribution of Community Centres in the MUA, 2030 217
64. Structure of Maseru‟s Space Economy, 2030 227
65. Proposed City Scale Sidewalk Backbone Network 230
66. Proposed Hierarchical Public Transport Network for Maseru 233
67. Location of Public Transport Termini in Maseru 234
68. Congestion and Traffic Volumes in Maseru, AM Peak Hour, 2009 238
69. MUA Projected Traffic Volume and Congestion, 2030 AM Peak Hour 240
70. Proposed Road Infrastructure Development in Maseru 241
71. CBD On-Street Parking Inventory, 2009 242
72. MPA Integrated Planning Scheme 244
73. MUA Integrated Planning Scheme 245
74. Restricted and Prohibited Development Areas 246
75. MPA Integrated “Green and Blue” Network 247
76. MUA Transportation Network Scheme 248
77. City-Scale Sidewalk Backbone Network 250
78. PT Backbone Layer with 4 Transit Corridors 253
79. PT Local Layer with 12 Lines, within the MUA 253
80. PT Feeder Layer with 8 Lines 254
81. PT Circular Lines within the City Centre 254
82. Main-South BRT Alignment with Bus Stop Locations 258
83. City-scale Cycling Path Network for Maseru 259
84. Road Infrastructure Development in Maseru, 2010-2030 260
85. Selected Congested Intersections for Priority Restructuring and Upgrading 263
86. City Centre On-street Organised Parking Area 265

MUP&T Draft Final Report [xiv] July 2010

Abbreviations and Acronyms
AIDS Acquired Immune Deficiency Syndrome
BOS Bureau of Statistics
BRT Bus Rapid Transit
CBA Cost Benefit Analysis
CBD Central Business District
CMT Cut, make and trim (textiles)
DP Detailed Plan
EA Statistical Enumerator Area
EIA Environmental Impact Assessment
EP Maseru Environmental Profile
EU European Union
GDP Gross Domestic Product
GIS Geographic Information System
GNI Gross National Income
GPS Geographic Positioning System
HH Household
HIV Human Immunodeficiency Virus
ILO International Labour Organisation
IMF International Monetary Fund
IMT Intermediate Means of Transport
ITP Integrated Transport Project
LAC Lesotho College of Agriculture
LDF Lesotho Defence Forces
LEC Lesotho Electricity Corporation
LED Local Economic Development Plan
LHLDC Lesotho Housing and Land Development Corporation
LNDC Lesotho National Development Corporation
LNHDC Lesotho National Housing Development Corporation
LOS Level of Service
LSL Maloti
LSPP Department of Lands, Surveys and Physical Planning
MCC Maseru City Council
MDP Maseru Development Plan
MoPW&T Ministry of Public Works and Transport
MP Master Plan
MPA Maseru Planning Area
MUA Maseru Urban Area
MUP&T Maseru Urban Planning and Transport Study
NES National Environment Secretariat
NGO Non-governmental Organization
NMT Non-Motorized Transport
NUL National University of Lesotho
PCU Passengers Cars Unit
PPP Purchasing Power Parity
PRSP Poverty Reduction Strategy Paper
PT Public Transport
ROW Right of Way
SACU Southern African Customs Union

MUP&T Draft Final Report [xv] July 2010

SADC Southern African Development Community
SDF Integrated Strategic and Spatial Development Framework
SDP Special Detailed Plan
TAZ Transportation Zone System
TB Tuberculosis
TDP Transport Development Plan
THS Transport Habit Survey
TIA Transportation Impact Assessment
TOR Terms of Reference
TY Taya-Teyaneng
USDA United States Department of Agriculture
VIP Ventilated Improved Pit Latrine
WASA Water and Sewerage Authority
WB World Bank
WHO World Health Organisation

MUP&T Draft Final Report [xvi] July 2010

1. Executive Summary
1.1 Background
The City of Maseru serves at one and the same time as the Capital of Lesotho, its Primate
2
City , the Gateway to the Kingdom and its primary “Engine of Growth”. Maseru houses
3
over half the country‟s urban population and over half of all academic graduates. It
hosts central government, a large proportion of the country‟s industrial base, almost all
higher order services, facilities and activities in the country and most of the international
bodies and agencies active in Lesotho.

However, Maseru has not developed in a void and it does not function in a void. Its 141
year history has left an indelible mark in the structure, form and functioning of the city
which will continue to impact its future spatial, social and economic route to
development - both positively and negatively. The developmental challenge here is to
preserve and build on the strengths and overcome, or at least mitigate, the weaknesses to
provide an enhanced “Quality of Life” for its inhabitants.

Moreover, Maseru, as is the case of Lesotho as a whole, is an integral, albeit small,

element of the Southern African Space Economy and is deeply integrated, socially and
economically, in the sub-continent. The inter-relationship of both city and country with
South Africa in particular is far-reaching, complex and distinctly imbalanced. The
developmental challenge here is to identify Maseru‟s relative advantage and appropriate
“niche” fields of specialisation which may allow the city to achieve a different, better,
brighter future for its citizenry.

Maseru faces serious problems and obstacles on its path to development. These have been
detailed and analysed in previous reports and working papers. Several advantages,
relative strengths and opportunities have also been identified. Moreover, significant
strides have been made in important fields such as education, manufacturing and specific
infrastructures as roads, electricity and water. These too have been assessed and reported.

Given the city‟s dominance on the national scale, it is clear that as Maseru develops so
develops Lesotho. Given the dominance of government in Maseru (as employer, investor,
service provider, regulator, property owner, developer and more) Maseru‟s development
today is first and foremost dependent upon government policy and action. Yet,
government‟s capacity to drive development to the scale required and to the standard
desired, is severely limited by resource constraints - financial, human resources,
technological, organisational, etc..
It is in this framework that the city‟s future development is to be enabled and planned.

Indeed the only city in Lesotho.

15% of the total population.

MUP&T Draft Final Report [1] October 2010

1.2 Background to the Development of Maseru
Maseru was established as a colonial administrative outpost in 1869 and grew erratically
until Independence generally in response to externalities (wars, geo-politics and
economic trends). Development accelerated following Independence, driven primarily by
in-migration from the rural areas.

It is only over the past decade that the City‟s rapid growth can be clearly attributed to
policy and intervention, with rapid industrialization, infrastructural development and in-
migration (in response to rural poverty and declining employment opportunities on South
African mines). These have spurred the City‟s growth and induced, or brought to the
fore, associated problems including urban poverty, traffic congestion, environmental
degradation, etc. These challenges need to be addressed to ensure the balanced future
development of the City.

Maseru is distinctly defined and impacted by its natural systems: The City‟s topography
and morphology have served to direct development, selectively enabling and restricting
construction and development. Moreover, it has endowed Maseru with grand views and
vistas.

Maseru‟s climate is clement, conducive to a wide range of activities. However, wind

regimes impact specific areas in the City.

The clayish soils, dominant in and around the City, directly impact drainage contributing,
together with the topography, to the risk of flooding in specific areas. As a result the
protection of flood plains and natural drainage systems is essential and forms an integral
part of the Consultant‟s recommendations and proposed plans.

The soil structure also determines the agricultural options available in the City and its
rural hinterland. Recommendations are made accordingly.

No significant areas with indigenous flora and fauna have been identified in Maseru.
There is a distinct need to restock and re-establish the indigenous species.
Recommendations are made accordingly.

Significant pollution of both ground-water and surface water bodies is evident. The
threats derive from both industrial and household (open-pit latrines) waste disposal sites
and cemetery sources. These need to be urgently addressed.

Maseru has been subject to planning since 1880 when E.E. Pritchard laid out the first
plan. In 1910 Capt. M. C. Dobson set out the first comprehensive Town Plan for Maseru.
The Maseru Development Plan (MDP), completed in 1990, guided some elements of the
City‟s development. Major elements of the plan have not been implemented and opinions
are mixed as to the reasons for the limited implementation but the issues of political will,
capacity and resource constraints are central to most published and expressed opinion.
These issues need to be addressed to ensure the City‟s future development.

MUP&T Draft Final Report [2] October 2010

1.3 The Role and Function of Maseru
Maseru serves, inter alia, as:
The Capital City of the Kingdom of Lesotho;
The Primate City of Lesotho;
The “Gateway” to Lesotho;
The “Engine of Growth” for Lesotho;
Home to its citizens, industries and businesses.

As the Capital City:

The relationship between government and the City of Maseru is symbiotic.
Given the dominance of government in the economy and in society, Maseru‟s central role in the
development of the nation is clearly evident.
Government institutions and facilities are concentrated in Maseru‟s core, occupying prime real
estate, both business and residential.
Government is the City‟s primary “client” and source of revenue.
Government provides and retains effective control of most services and all utilities in the City.
As the Primate City:
Opportunity and services are concentrated in the City, largely in and around the City Centre.
Concomitantly, many problems are concentrated in and around the City.
The city attracts, at one and the same time, rural migrants and investment,
accelerating growth and increasing primacy.
Attains the highest levels of threshold for service and amenity in the country,
providing the City with increased relative advantage on the national scale and
providing Lesotho with its best competitive option on the regional scale.
Achieves specific economies of scale unattainable in other towns in Lesotho and serves
national markets and populations.
As the “Gateway” and primary entry point to the country, Maseru serves as the
“showcase” of Lesotho. Indeed most visitors are exclusively exposed to Maseru and its
environs. As such, the face the City provides is the impression both investors and
international decision-makers retain of Lesotho as a whole.
As the “Engine of Growth”:
Given its relative disadvantage Maseru and Lesotho are losing critical assets (buying power
and human resources) to South Africa.
Maseru has to compete successfully in the Regional Space Economy for Lesotho to develop
(as to date in the textile industry);
There are a few potential niches in which Maseru may develop relative advantage and serve
as the “Engine of Growth” for Lesotho;
This requires restructuring and intervention in various fields.

MUP&T Draft Final Report [3] October 2010

As “Home” to the most heterogeneous population in the country and host to industries,
businesses and institutions, Maseru needs to develop in a dynamic but balanced manner
to:
Meet the needs of its citizenry;
Provide them with a reasonable Quality of Life and Standard of Living;
Enable the future development of the City and the country.

The Path to Development

4
Maseru‟s development was last planned over a generation ago. The plan, the MDP , was
only implemented in part but nonetheless, impacted and partially directed the city‟s
development.

This study was commissioned jointly by the MoPW&T and the MCC, with the support of
the WB and the EU, to provide an integrated Urban Planning and Transportation
framework to guide the city‟s balanced, sustainable and effective development to a
planning horizon of 20 years. This, on the basis of a clear vision for the future
development of the city.
At the strategic level three essential developmental scenarios were identified:
Maseru will continue to develop extending present trends. This option constitutes the
default “Ongoing Sprawl” or “business as usual” scenario. Maseru will continue to
grow rapidly, specific fields will develop faster, others slower and yet others will
deteriorate despite ongoing primarily responsive intervention. In all, Maseru‟s future
will be that of a typical sprawling, marginal, poor city in sub-Saharan Africa; or
Systematic ongoing investment and intervention will accelerate economic growth based
primarily on labour intensive manufacturing. Intervention will for the most part be
enabling. Development will leapfrog outward both to the north and to the south.
This option constitutes the “cumulative improvement” scenario. With intervention
such development can be guided along corridors. Hence in analysis this was termed
the “Corridor” scenario wherein Maseru can be relatively structured but it will
remain a widely dispersed and very poor city; or
Proactive intervention can progressively change the direction of the city‟s development
towards a distinctly urban future. Here, the emphasis is placed on inward
development - structuring the city, infill development, densification, upgrading of
infrastructure and services, etc. - with sprawl clearly and actively constrained. This
option constitutes the “Compact City” scenario. Developmental priorities will be
redefined to enable significant diversification enabling, supporting and in turn driven
by a rapidly growing Middle Class. However, a paradigm shift is required to enable
accelerated growth and development towards an alternative, significantly improved,
future enhancing the “Quality of Life” of its inhabitants.

4
Maseru Development Plan.
MUP&T Draft Final Report [4] October 2010
These scenarios were analysed in depth. The “Compact City” scenario is clearly the more
desirable and hence received widespread support from both Client and stakeholders in the
Public Participation process. More importantly, stakeholders progressively expressed a
belief in the feasibility of such a path to development, albeit with many reservations.
There is a clear relationship between:
Densities;
Access to opportunity, employment and amenity;
Services and infrastructure capacity and access;
Standards of Living and Quality of Life.

There is a clear need to cordon development boundaries of the City and increase
densities of both the existing built areas and new development. However, this alone will
not be adequate to change trends. Increased densities and constrained spatial development
constitute necessary preconditions for enhanced development. However, they need to be
complemented by intervention in a wide range of fields, particularly in the municipal,
urban planning, economic and transportation spheres.

1.5 Maseru – A City of Quality

The Consultant‟s suggested Vision for Maseru is based on the policy direction laid out in
the MCC‟s Strategic Plan and in “Vision 2020”.
The Consultant‟s suggested Vision for Maseru 2030 is for a unique City of Quality as:
The Capital and Showcase of Lesotho;
A Southern African Regional Centre;
The Social & Cultural Centre of the entire Basotho nation;
A City Beyond Poverty;
The “Safest City in Africa”;
Lesotho‟s “Engine of Growth”;
“Sustainable Maseru”;
“Blue and Green Maseru”;
“Accessible Maseru”.

This statement of vision as detailed in Section 12.2 has been adopted by the Client and
the Project Steering Committee and received wide support in the Public Participation
Process.

This Vision has been translated into Goals and Objectives detailed in Section 12.3. The
path to implementation however is steep and requires the adoption and implementation of
a series of strategic decisions detailed in Section 12.4.
9 “Big Moves” required in the urban field are:
Cordon Development Boundaries;
Prioritise Infill, Densification and Upgrading;

MUP&T Draft Final Report [5] October 2010

Release and develop Inner-city Land Reserves;
Develop and provide Integrated Multi-Modal Transportation;
Concentrate development along Integrated Corridors;
“Green Maseru”;
Extend Services and Infrastructure;
Prepare and implement an LED (Integrated Local Economic Development Plan);
Mobilise Resources.

9 “Big Moves” are also required in the field of transportation as below:

Develop a high quality Pedestrian Movement Network;
Introduce a Integrated Public Transport Network;
Enhancing PT operation capacity;
Develop a Bicycle Network;
Improve Intersections and meet future Road Requirements;
Regulating On-street Parking in the City Centre;
Introducing mandatory TIA;
Introducing CBA;
Developing and implementing a long-term investment strategy.

1.6 Planning Maseru

The scale of the developmental challenge facing Maseru over the coming 2 decades is
considerable.
5
By 2030 the MPA population will double to some 550,000 (over 85% within the
6
MUA ). This will require the construction of approximately 80,000 new units to
7
house the population. This in turn will require the planning of 126,000 new units .
Over 100,000 new jobs need to be created. If Maseru is to develop as proposed and as
desired, the rapid growth and upgrading of the Business Sector has to be facilitated, the
Industrial Sector has to be significantly upgraded and the Construction Industry has
to be enabled to triple its scale and extend its local capacities. Large scale Commercial
Agriculture, and possibly Forestry, has to be introduced and enabled to protect
agricultural land and constrain sprawl, to diversify the industrial sector and to contribute
to demographic balance by providing employment for unskilled male labour.

School enrollments will more than double and education needs to be further extended in
scope and enhanced in standard. New modern high standard schools and academic
institutions will have to be built and appropriately located. Health services need to be

Maseru Planning Area covering Maseru and its immediate hinterland, in total some 380 km 2.
Maseru Urban Area covering some 143 km2 at the core of the MPA and more or less consistent with
MCC municipal boundaries.
The high ratio between planning and actual requirements is required to compensate for low
implementation rates particularly for built area densification.

MUP&T Draft Final Report [6] October 2010

provided on a city-wide scale with a minimum of 20 new clinics. Access to the new
hospital in Botsabelo has to be assured. Community services have to be introduced
and some 50 community centres developed.

High value natural assets have to be protected and development in high risk areas
2
prohibited. Some 6.0 km public open space has to be developed and maintained.
Maseru should boast some 1.2 million trees requiring the planting of at least 1.8 million
saplings.

Approximately 300 million trips annually need to be catered for by 2030, half of them
pedestrian. As the city and the economy develop motorisation rates will increase rapidly
and over a quarter of the trips will be motorised. Over 70 million transit passenger trips
will have to be provided annually by 2030. All these to an improved standard and within
reasonable trip times. To cater for these by the planning horizon:
25 km new arterial roads need to be constructed and a further 33 km arterial roads
need to be upgraded and/or widened; in addition hundreds of km of inner local
roads need to be developed and/or upgraded albeit to lower standard;
70 km high standard city-scale pedestrian routes and 55 km city-scale cycle routes
need to be developed; some 350 km city-scale sidewalks need to be developed or
upgraded; and, in addition hundreds of km of inner local sidewalks and cycle routes
need to be developed albeit to lower standard;
5 public transport termini, 35 km dedicated bus lanes and 450 bus stops need to be
constructed;
Approximately 450 buses of assorted sizes need to be acquired and operated, in addition
to some 250 “15 seater” mini-buses that will remain in operation in and around
Maseru.

Demand for electricity and water will triple or even quadruple and distribution has to be
8
assured . City-wide sanitation services have to be introduced and sewage services
significantly upgraded and extended. Additional economic incentives will probably be
required. Communication infrastructures will be continuously challenged to keep up to
international standards required to enable entry and competitive advantage for the higher
order economic activities essential to achieving rapid balanced economic growth.

To meet this challenge the Consultant has adopted and proposes an integrated strategy
seeking to achieve appropriate balance between, inter alia:
Enabling and accelerating development, ensuring adequate provision of
infrastructure and services whilst preserving natural assets for future generations
- by cordoning development; defining high sensitivity areas for preservation and
protection; and simultaneously designating appropriate areas for development with

8
Requiring the updating of exisitng plans.
MUP&T Draft Final Report [7] October 2010
 specific limited scale areas designated for high international standard infrastructural
development (primarily the City Centre and Botsabelo).
Government, MCC and institutional initiative, investment, regulation, coordination
and control and private sector initiative and investment - by focussing public
sector activity and investment to enabling development; creating and/or enhancing
opportunity and relative advantage; relieving constraints; and regulating the private
sector which has to progressively mature and become the primary initiator, investor
and developer.
The provision of and access to infrastructure, services and amenities and the need to
provide reasonable affordable housing solutions to all sections of the population
- by cordoning development; concentrating activities along inner-city development
corridors; rationalising the distribution of activities and services; proving appropriate
high standard transportation and movement options; promoting densification; and
enabling and promoting appropriate low cost housing alternatives.
The divergent needs of all sections of society for appropriate transportation - by
catering first and foremost for the pedestrian (the primary mode of movement in
Maseru); introducing a balanced hierarchical and well organised public transport
system with, inter alia, higher capacity vehicles running to fixed timetables on
corridors and main routes; improving and upgrading the existing road network;
extending and upgrading the network to meet future requirements; and systematically
introducing cycling as an alternative NMT mode;
Promoting higher order economic activities and accelerating the growth of the
Middle Class whilst tackling and relieving widespread poverty - by concentrating
high order activities in the City Centre thereby achieving high order thresholds and
economies of scale and agglomeration; and distributing appropriate lower order
economic activities and services to locations directly accessible to residential areas,
primarily along Integrated Development Corridors and in Nodes and City Gates.
Balancing the impacts of large scale in-migration and contributing to relative
demographic balance - by diversifying from almost exclusive emphasis on the labour
intensive female dominant textile industry to include male dominant industries.
Balancing severe resources constraints with the numerous needs to be met - by
prioritising planning and development; prioritising allocation and protection of land
required for conservation, public services and infrastructure, including roads;
cordoning development and promoting the densification of development thereby
promoting the optimal utilisation of existing infrastructure and facilities and making
new development more cost effective; and by enabling and promoting community
mobilisation on a wide front to provide non-cash resources required for development,
9
maintenance, support and augmentation of service provision .

9
Proposals in this field are not included in this report but will be presented in the final report.
MUP&T Draft Final Report [8] October 2010
The Consultant‟s recommendations for implementation of this strategy are detailed in the
Integrated Development Framework and the Transportation Development Plan (Sections
13 & 14 below).
1.6.1 Integrated Strategic and Spatial Development Framework (SDF)

The SDF, detailed in Section 13, is an integrated schematic expression of a proposed

coordinated policy for the development and conservation of spatial and physical
resources in Maseru, including transportation, to enable and direct the development
of the city to 2030.

The proposed SDF provides policy guidelines for the future detailed planning of the city
and on approval will supersede the Maseru Development Plan (MDP) for the direction of
planning and development in Maseru.

The SDF will not directly confer development rights to any individual, body or institution
on any specific portion or section of land nor commit any authority or body to confer
such development rights. At the same time, the SDF will not cancel, negate or detract
from existing legally approved development rights.

The SDF is drafted and presented in this report as a “stand-alone” element for
consideration for approval by the relevant authorities. As such, it is worded in
prescriptive, directive style. All contents remain the Consultant‟s recommendation for the
Client‟s consideration.
The SDF primary schemes are presented Section 13.5.
The SDF includes, inter alia:
Spatial definition and detailed proposals for the Cordoning of the City‟s Development
Boundaries, the “Urban Edge”;
Proposals for the development of land extensive “buffers” (barrier functions) and their
required location;
Identification of Inner-City Land Reserves with an assessed planning capacity of some
12,000 housing units in addition to land allocations for employment, open space,
infrastructure and services;
Identification of areas for Infill Development with an assessed planning capacity of some
60,000 housing units in addition to land allocations for open space,
infrastructure and services;
Identification of areas for Built Area Densification to a theoretical planning capacity of
some 15,000 housing units and a more realistic target of some 4,500 units;
Identification of areas for New Development with an assessed planning capacity of some
30,000 housing units, in addition to land allocations for open space, infrastructure and
2
services, requiring the release some 12 km for new, staged development including
defined priorities;
An overview of options and practical recommendations for the active promotion of

MUP&T Draft Final Report [9] October 2010

 higher density development and upgrading of the built housing stock, in both
new developments and in built residential areas;
Strategy and detailed recommendations to achieve an appropriate hierarchical structure
for the balanced concentration and distribution of services and activities between
the CBD, the City Frame, Integrated Development Corridors,
Integrated Development Nodes, “City Gates”, Business Zones, dedicated and mixed
Industrial Zones and in Residential Areas themselves;
Detailed recommendations for the development of the City Centre differentiating and
integrating the CBD and the proposed Markets Pedestrian Precinct, Maseru West
Frame, Moshoeshoe Corridor Business Zone, Lower Thamae Institutional Precinct
and the Southern Frame including Mpilo Hill;
An overview of the role and function of Corridors and Nodes with special emphasis on
the integration of mixed-uses, higher density development with high standard, high
frequency transportation services;
Specific proposals and recommendations for the development of Integrated Development
Corridors.
Location, specific proposals and recommendations for the development of City Gates to
serve as the entrance points to the city, both figuratively and literally, and to signify
the transition to and from the urban realm.
Comprehensive proposals and recommendations for “Greening Maseru” with integrated
“Green and Blue” city-scale and local neighbourhood scale networks.
Identification, definition and recommendations regarding Prohibited Development
Areas defined to incorporate both very high sensitivity Natural Values and Assets
and areas where public safety considerations preclude development.
Identification, definition and recommendations regarding Restricted Development
Areas defined to restrict development where the cost of infrastructural provision are
deemed prohibitive.
Proposals and recommendations for the extension and upgrade of infrastructure and
utilities, with special emphasis on sewage and communications.
Proposals and recommendations for extending, upgrading and redistributing services
including National and Regional Institutions; Education; Health; Community and
Social Services; Recreation and Entertainment; Sanitation Services; and Cemeteries.
An integrated strategic approach to enabling Economic Development with special
emphasis on the structure and distribution of economic activity, the local space
economy, appropriate land allocation and enabling infrastructure.
An overview of the proposed Pedestrian Movement Systems proposals and
recommendations regarding:
High-Standard City Scale “Sidewalk Backbone Network”;
Local Sidewalk Grid;
Pedestrian Safety;
MUP&T Draft Final Report [10] October 2010
 Traffic Calming Measures.
An overview of the proposed Integrated Public Transport Network proposals and
recommendations regarding:
PT Lines including 4 “Backbone” Lines, 11 Local Lines, 2 CBD Circular Lines, and
8 Feeder Lines;
Introducing Medium- and High-Capacity Vehicles;
Developing 5 Central Bus Termini;
Introducing Scheduled Services;
Introducing an Integrated Ticketing System;
Bus Stops and Shelters.
Detailed recommendations regarding the introduction and operation of a BRT line along the
Main South Corridor.
Proposals and recommendations for enabling and promoting cycling in Maseru.
An overview of the Road Network, proposals and recommendations regarding improving the
existing road network including:
Upgrading and widening the Main North and Main South Routes as Integrated
Development Corridor Roads;
Improving intersections;
Systematic upgrading and paving of feeder-roads;
Signposting and marking centrelines;
8
Restructuring the financing of local neighbourhood road development .
Proposals and recommendations regarding the development of the road network to cater
for future projected demand including:
Increasing capacity along Major Arterial Roads;
The construction of New Roads;
The re-construction of several congested intersections.
Proposals for the introduction and construction of traffic circles (roundabouts) serving
traffic and safety considerations, providing legibility to the urban structure and a
special element to the city and its identity.
Proposals and recommendations for the introduction and operation of City Centre On-
Street Parking;
Instructions for the preparation of necessary Spatial and Sectoral Master Plans and
Detailed Land-use Plans are defined.
1.6.2 Towards Implementation
Extensive Action Plans for implementation in most of the fields indicated above are
included in the SDF (Section 13).

The Transport Development Plan details the transportation proposals and

recommendations (Section 14).
Detailed recommendations regarding the appropriate Institutional Frameworks for

MUP&T Draft Final Report [11] October 2010

Urban Development and for Transportation are detailed in Section 15.
A comprehensive Transportation Investment Plan is detailed in Section 16.

Pilot Plans for the Moshoeshoe Integrated Corridor, two intersections (“Central Park”
and “Central Bank”) and the Thetsane Node. See Appendices 4-6.

A special Action Plan for Special Needs Populations is provided as mandated in the
ToR. See Appendix 7.

It must be stressed that the proposals are comprehensive and although planned to a
horizon of 2030 many elements will probably only be partially implemented. However, if
the goals are set and serve to prioritise and guide development and investment Maseru‟s
future can be assured, even if the next generation needs to complete many of the tasks.

MUP&T Draft Final Report [12] October 2010

2. Introduction to the Maseru Urban Planning and Transport Study
This section of the report outlines the Background to the Maseru Urban Planning and
Transport Study (MUP&T) and presents:
The objectives of the MUP&T study;
The Structure of this report.
The primary methodology applied;
The information resources utilised; and
The Study Area as defined.

2.1 Background to the Maseru Urban Planning and Transport Study

The Maseru Urban Planning and Transport Study (MUP&T) arose out of the realisation
that both the transport and urban planning frameworks for Maseru need to be reviewed
and updated, and that the two sectors are closely interrelated. The Ministry of Public
Works and Transport (MoPW&T), in collaboration with the Maseru City Council
(MCC), and with funding from the World Bank and the EU, has commissioned the study,
within the framework of the Integrated Transport Project (ITP).
The objectives of the Project as defined in the TOR are:

To provide policy, institutional, financial and investment guidance and frameworks

regarding urban planning and management, urban transport infrastructure and
transport services to the MCC in the short, medium and long-terms;

To formulate strategies for development of effective urban and transport systems in

Maseru, as well as suggesting short- and long-term improvements in management
systems and service delivery which will benefit the city‟s residents in the short-,
medium- and long-term.
The specific objectives of the MUP&T as defined are to:
Develop a Vision and Strategic Development Framework for Maseru for the long and
medium terms, encompassing population, economic activities, land use patterns,
settlement upgrading, road infrastructure, and transport services;
Develop a prioritised transport and traffic management plan for the medium term, and related
current spending and capital investment programs;
Create a data base on the urban transport system and propose an information management
system for the transport sector;
Develop short-term action plans for all sectors, based on international best-practice and
including intermediate modes of transport;
Address the needs of the lowest-income urban households, as well as other transport
disadvantaged groups, such as the disabled, the aged and children;

MUP&T Draft Final Report [13] October 2010

Make recommendations for the institutional strengthening of the Maseru City Council in the
fields of Urban Planning and Transportation;
Provide a financial plan complementary to the actions cited above, nested within an overall
municipal finance framework.

The MUP&T has been prepared by a Joint Venture ROM Transportation Engineering
Ltd. (Israel), Shapira & Hellerman Planners (Israel) and Larry Aberman Town Planners
(South Africa). The planning team included J.B. Hellerman (Team Leader); Dr. M. Hirsh
(Transportation Lead Planner); L. Aberman (Lead Urban Planning); H. Shapira & S.
Hellerman (Social Planning); Dr. L. Moeti (Environmental Planning); E. Mapetla
(Institutional Consultant); Eng. G. Massawi, O. Cohen & U. Vinter (Transportation
Planning, Engineering and GIS); N. Ratzkovsky, R. Amram, M. Khaka & F. Sentle
(Surveys). The planning team was supported in the field by graduate field survey
supervisors and a large team of student enumerators.

The project was undertaken under the direction of an inner-institutional Steering

Committee co-chaired by Mr. Mokhethi (MCC City Engineer) and Mr. Marite
(MoPW&T Director of Planning).

2.2 The Structure of the Report

The MUP&T Final Report presents the Consultant‟s primary findings and
recommendations based on the data, information and analysis elaborated in the
preliminary reports and in working papers.
The report includes the following:
Section 1 - Executive Summary
Section 2 - Background
This section of the report presents:
The objectives of the MUP&T study (Section 2.1);
The Structure of the report (this section);
The primary methodology applied (Section 2.3);
The information resources utilised (Section 2.4); and
The Study Area as defined (Section 2.5).

Section 3 - Background to the Development of Maseru

This section of the report outlines:
The historic background to Maseru‟s development and its implications (Section 3.1);
The City‟s Natural Systems, their impacts and implications (Section 3.2);
The history of Planning and Maseru and its implications (Section 3.3).

Section 4 - The Role and Function of Maseru

Here the Consultants present their analysis of the role and function of Maseru as:
The Capital City of the Kingdom of Lesotho (Section 4.1);

MUP&T Draft Final Report [14] October 2010

The Primate City of Lesotho (Section 4.2);
The “Gateway” to Lesotho (Section 4.3);
The “Engine of Growth” for Lesotho (Section 4.4);
Home to its citizens, industries and businesses (Section 4.5);
and of its function as a “Dual City” (Section 4.5) , including the implications drawn
therefrom (Section 4.6).
Section 5 - The Spatial Structure of Maseru
In this section the Consultants present their analysis of the spatial structure of Maseru, its
elements and its implications including:
Primary semi-radial structure - the “Port City” (Section 5.1);
The dominant Kingsway Strip - the “One Mile” City (Section 5.2);
Low density urban sprawl (Section 5.3);
The natural endowments which characterise the City and the opportunities deriving therefrom
(Section 5.4);
The Urban Form characterising the City including the built environment, public space and open
space (Section 5.5);
Maseru‟s Land Reserves (Section 5.6).
A summary and analysis of implications are presented in Section 5.7.
Section 6 - The Social Structure of Maseru
The Consultants present their analysis of the social and demographic structure of Maseru,
trends, elements and implications including:
Growth trends and demographic structures with particular emphasis on gender imbalance
(Section 6.2);
Poverty and its implications (Section 6.3);
The socio-economic structure of Maseru society (Section 6.4); its household structure (Section
6.5); the Community structure and social cohesion in Maseru (Section 6.6);
The Middle Class, its structure and growth (Section 6.7); and
The health of the City‟s population (Section 6.8).

Section 7 - The Economic Development of Maseru

In this section the Consultants present their analysis of the economic structure of Maseru,
its constituent elements, trends, implications and opportunities identified including:
An overview of the national economy (Section 7.1);
An assessment of the City‟s role and function in the national economy (Section 7.2);
Analysis of the City‟s Space Economy (Section 7.3);
Analysis of the labour force and the employment market (Section 7.4);
Analysis of the property and real estate market in Maseru (Section 7.5).

Section 8 - Services, Infrastructure and Environment

In this section the Consultants present their analysis of the services and infrastructure in
Maseru and of the City‟s environment:

MUP&T Draft Final Report [15] October 2010

An overview and analysis of education in the City is presented in Section 8.1;
An overview and analysis of health services is presented in Section 8.2;
An overview and analysis of infrastructure in the City is presented in Section 8.3;
An overview and analysis of Maseru‟s environment and the challenges the City faces is presented
in Section 8.4.
Section 9 - Transportation and Movement
In this section the Consultants present their analysis of transportation and movement in
Maseru including:
An overview and analysis of Pedestrian Movement in Maseru in Section 9.1;
An overview and analysis of the Public Transport System in Section 9.2;
An overview and analysis of Maseru‟s Road Network (Section 9.3), Motorised
Transport and Traffic Management (Section 9.4);
A summary and conclusions are presented in Section 9.5;
Section 10 - Primary Development Trends
In-depth analysis of Maseru‟s primary development trends is presented in this section,
namely:
Demographic growth trends in Section 10.1;
The “Education Revolution” in Section 10.2;
Economic growth trends and potential in Section 10.3;
Urban Sprawl trends and impacts in Section 10.4;
Socio-cultural transition in Section 10.5;
The social crisis arising from the breakdown of the family structure in Section 10.6;
Factors entrenching and exacerbating poverty in Section 10.7;

Section 11 - Developmental Scenarios

This section presents the Strategic Analysis wherein alternative scenarios for the future
development of Maseru are defined and analysed. The following scenarios are presented:
Ongoing Sprawl, a “business as usual” scenario, in Section 11.1;
Radial Corridors, a “controlled growth” scenario, in Section 11.2;
Compact City, an “urban oriented” scenario, in Section 11.3;
Embryonic Conurbation, a variation of the Compact City scenario, in Section 11.4. A
quantitative comparison of the development scenarios is presented in Section 11.5. A
summary and conclusions are presented in Section 11.6.
Section 12 - Policy and Vision
This section of the report provides the Consultant‟s recommendation regarding:
Development Policy (Section 12.1) covering demographic, social, economic, environmental,
spatial and transportation issues and challenges;
“Vision - Maseru 2030” (Section 12.2);
Goals and Objectives for planning (Section 12.3);

MUP&T Draft Final Report [16] October 2010

The Primary Strategic Decisions identified to enable the future development of Maseru
(Section 12.4) and their condensation into “Big Moves” in the Urban and the
Transportation spheres (Section 12.5).
Section 13 - Integrated Strategic and Spatial Development Framework (SDF)
This section presents the Consultant‟s primary recommendations including:
Section 13.1, presenting the definition of the SDF‟s purpose, proposed status, scope and
precision, and recommendations regarding the planning approval process.
Section 13.2, presenting the developmental programme underlying the SDF and all
recommendations, detailing the projected and recommended quantitative scales of
development in the primary fields (population, spatial area, housing, employment,
services and transportation).
Section 13.3, presenting comprehensive proposals and recommendations regarding urban
and spatial systems.
Section 13.4, presenting comprehensive proposals and recommendations regarding
transportation systems.
Section 13.5, containing SDF Maps and Schemes.
The SDF is drafted as a “stand-alone” element for consideration for approval by the
relevant authorities. As such, it is worded in a prescriptive style. All contents remain the
Consultant‟s recommendation for the Client‟s consideration.

Sections 13.3 and 13.4, detail proposals and recommendations, include specific Action
Plans, decisions and actions required for goal attainment, in relevant fields.
Section 14 - Transportation Development Plan (TDP)
Here the Consultant presents detailed recommendations for the Transport Sector:
Section 14.1, presenting proposals and recommendations regarding pedestrian movement.
Section 14.2, presenting proposals and recommendations for developing an integrated public
transport network including a BRT line.
Section 14.3, presenting proposals for enabling and promoting cycling.
Section 14.4, presenting proposals and recommendations for improving the road network
and its extension to meet future projected needs.
Section 14.5, presenting proposals and recommendations for city centre on-street parking.
Section 14.6, presenting further traffic management tools.

Section 15 - Institutional Framework for Urban Planning & Transportation

This section presents:
The Consultants‟ analysis of the statutory and institutional framework for Urban
Planning (Section 15.1) and for Transportation (Section 15.3)
The Consultants‟ recommendations for capacity building, resource mobilisation and
financing of urban development and services (Section 15.2);

MUP&T Draft Final Report [17] October 2010

The Consultants‟ recommendations for capacity building, planning, regulation and financing
of transportation in Maseru (Section 15.4).
Pilots Plans are presented under separate cover in the follow Appendices:
Appendix 4: Integrated Transport Development Corridor along Moshoeshoe Road.
Appendix 5: “Central Park” and “Central Bank” Intersections on Moshoeshoe.
Appendix 6: Thetsane Integrated Development Node.

Action Plans for Special Needs Populations

Appendix 7 presents the Consultant‟s approach to meeting the needs of Special Needs
Populations with recommendations in the fields of Transportation, Urban Planning and
Services.

2.3 Methodology
To meet the above challenge
and the requirements of the Policy Inputs
TOR the Consultant
integrated: Policy, Goals &
Objectives
Strategic Planning -
adopting a holist approach Assessment and
utilising assorted tools, Decision-making
including Developmental
Scenario definition and
assessment (see Section 11), Vision and Plans
allowing for a
comprehensive situational
analysis of the development Relevance & Developing Models
environment and informing Transferability & Solutions Participation
strategic choices leading to Identifying
the statement of “vision” and Issues
Identifying
definition of integrated Mobilization
“Tools” Analyzing Data & Preparation
policy.
& Information Stakeholder
Transportation and Spatial Theory and Empiric
Practice Imperatives Interests
Planning - enabling the
definition of an integrative
implementation strategy, Figure 1: Primary Methodology and Process
thematic strategies and
integrated spatial and transportation plans.

MUP&T Draft Final Report [18] October 2010

Participatory Planning Processes - to promote institutional and community
commitment to the process and enable interaction between decision-makers and
stakeholders in the framework of a structured comprehensive and integrative process to
identify interests & needs and assess alternative approaches. This process included two
open Public Participation events, small focus groups, group discussions and meetings,
interviews and meetings with stakeholders and members of the public.

International “Best Practice” theory, examples and standards. The primary

development example serving the project and the plans is that of Curitiba, Capital City of
Parana province in Brazil.

These elements were integrated above in a hybrid process incorporating “Top down”
policy oriented activities “Bottom up” participatory & empiric oriented procedures;
“Horizontal” interdisciplinary procedures for cross-fertilisation & coordination in a
holistic framework as indicated in Figure 1.
The Contextual Framework in which the MUP&T was undertaken (see Figure
2 below) includes:
The Client (MoPW&T and the MCC);
Institutional Stakeholders including Government Ministries, Agencies,
Public Authorities and Parastatals.
The wider public including communities and assorted sectors as Traditional
Leadership (Chiefs and Headmen), the Private Sector, the “Third Sector” (NGOs and
representative associations), Academia, et al.

Figure 2: The Contextual Framework of the MUP&T

MUP&T Draft Final Report [19] October 2010

The Cultural Context and the Value System under which the Project was undertaken is
unique to Lesotho and derives from its history and heritage as adapted by society and
government to modern-day requirements and challenges. The clearest expression of the
underlying culture and value systems relevant to the project is found in the Constitution
of the Kingdom of Lesotho; Vision 2020; and the MCC Strategic Plan (2008).

The challenge of the MUP&T is to provide the City of Maseru with the appropriate
spatial and transportation framework and implementation tools required to meet present
needs and future challenges in the framework of this context and value system.
The MUP&T has been undertaken in a systematic process presented in Figure 3 below.

Schematic Work Plan

Mobilization and
Inception
Status Quo Review
Report

Data Collection
and Analysis

Working Sectoral Diagnostic

Papers Analysis

Integrated Strategic Particip

Interim Analysis
Report 1
atory

Vision
Proce
sses

Transport Urban Structure

Development Plan Framework

Interim Action and Pilot

Report 2 Plans

Pre-Investment
Studies

Expenditure Institutional
Program Development

Final Report

Figure 3: MUP&T Schematic Work Plan

MUP&T Draft Final Report [20] October 2010

2.4 Information Resources
2.4.1 Stakeholders
Over 150 stakeholders and resource persons were interviewed and/or participated in the
Public Participation process.

The structured Stakeholder and Public Participation Workshops held on the 24th of
February, 2010, under the auspices of the Hon. Minister of Public Works and
Transportation, Senator Tsele Chakela and on the 27th of May, 2010, under the auspices
of His Worship the Mayor of Maseru, Cllr. R Lekoane. provided unique perspective,
information and feedback, which was utilised and integrated in the Consultant‟s findings
and recommendation at all levels.

Figures 4-7: Examples of Proceedings of Public Participation Workshop

The Consultant is grateful for the inputs and perspective provided by all stakeholders and
participants. The Consultant is specifically grateful to the Client - MoPW&T, the MCC
and ITP - and to BOS and their staff.
2.4.2 Literature, Data and Information
There is extensive literature available covering a wide range of subjects relevant to the
MUP&T. However, specific fields and issues, particularly in the transportation field,
were not adequately documented and available data was limited at best. As such, the

MUP&T Draft Final Report [21] October 2010

Consultant conducted a large number of extensive surveys, as detailed below, to update
information, compensate and “fill in the gaps”. Similarly information regarding public
facilities and their spatial distribution available was partial and the Consultant undertook
extensive fieldwork to complement available data and “fill in” the primary gaps. Other
specific central issues in which ready information was lacking were the subject of
surveys (e.g. household structures and employment). Specific significant information is
simply not available as the raw data does not exist or is not accessible (e.g. vehicle
ownership registration data). These were compensated for as best possible utilising
complementary data, comparative data and international standards.

There are also significant gaps in the information, particularly mapping, available
regarding specific associated fields, relevant to the MUP&T but distinctly beyond its
scope – hydrology and drainage, soils typology, micro-climate, agriculture, etc. The
orthophotos available are also dated. Where possible the Consultant compensated for the
dearth of information.
For details of literature utilised see References and Bibliography (Appendix 1).
The primary legislation identified and utilised covers:
Planning, including proposed legislation.
Land Management and Regulation, including proposed legislation.
Roads and Transportation.
Local Government.
Environmental Protection.

The Primary Urban Plans for the City identified include:

The Dobson Plan of 1910. The Consultant has a copy of the planning scheme in hand but
has not identified any support documentation.
The 1989 Maseru Development Plan. The Consultant has copies of the scheme and the
report in hand. The Consultant intends to integrate the scheme in the GIS system and
make it available. The Consultant intends to analyse the Plan, adopt and adapt
relevant elements and assess its implementation.
Detailed plans from MCC, LSPP, LNDC and LHLDC.

Extensive statistical data and information is available in many relevant fields from
BOS. However, most of this information is aggregated at the national and district levels.
Moreover, some is distinctly dated. Comparative historic information is available from
the 1996 census but this again is primarily at the national and district levels, and hence
useful only for the identification of macro trends. Moreover the structure of the 2006
census includes a major revision of the 1996 census structure and therefore directed
comparison is not feasible in most fields.
BOS kindly provided interim data from the 2006 census as detailed below.
2006 Census data made available is detailed in Table 1 below.

MUP&T Draft Final Report [22] October 2010

 Maseru
Subject EA Village Constituency National
Urban/Rural
Boundary     
Area (GIS analysis)     
Households     
Population     
Gender     
Age Group     
Marital Status     
de facto Residence     
Period of Residence     
Birthplace     
1996 Residence     
Disabilities     
Schooling & Education     
Employment Status     
Employment Sector     
Land Tenure     
Land Acquisition     
Public Housing     
Housing Type     
Housing Units     
Number of rooms     
Construction Materials     
Fuel Sources     
Toilet Facilities     
Water Sources     
Access to water (time)     
Possession of selected     
household goods
Livestock ownership     
Waste disposal     

Table 1: 2006 Census Data Received

MoPW&T provided traffic counts conducted on the major road system and these were
incorporated in the GIS system.

The MCC made available the Property Valuation Survey raw data it holds in hand
providing limited physical data.

MUP&T Draft Final Report [23] October 2010

The Maseru Environmental Profile, Waste Management Strategy and the Environment
Outlook Report provided the essential information for the Environmental Field. No
specific surveys or data collection in these fields were required in the TOR or conducted.

2.4.3 GIS
Thirty eight GIS layers were received and imported, generally of high quality (see Table
2 below) from the MCC, MoPW&T and BoS.
Most of the GIS layers received cover the Maseru Urban Area (MUA) only.

Additional spatial was identified and recieved from assorted stakeholders (specifically
LSPP, WASA & LEC) in hardcopy or CAD format.

Additional layers, primarily historic boundaries, were created based on specific maps in
hand.

Associated information (attributes) in the existing GIS systems is very limited. The
Consultant has integrated available GIS layers , including those prepared by the
Consultant, into a GIS system to be transferred to the Client.
SPATIAL COORD RECIVED
LAYER NAME TYPE CHARACTER
AREA SYSTEM FROM
Arial photo
Orthophoto Orthophoto (1:5,000) Maseru city S.A LO27 MoPW&T
Boundary Polygon Zones Maseru city S.A LO27 MoPW&T
Census_EA Polygon Zones National UTM35 BOS
City Council Polygon Zones National S.A LO26 MoPW&T
Constituencies Polygon Zones National S.A LO27 BOS
MCC_Village Polygon Zones Maseru city S.A LO27 MCC
Land Use Polygon Zones Maseru city S.A LO27 MoPW&T
Wards Polygon Zones Maseru city S.A LO27 MoPW&T
Districts Polygon Zones National UTM35 BOS
Village Points Polygon Zones Maseru city S.A LO27 MoPW&T
Gazetted Areas Polygon Zones Maseru city S.A LO27 MCC
Created Plots Polygon Building Maseru city S.A LO27 MoPW&T
Building Point Point Building Maseru city S.A LO27 MoPW&T
Building Polygon Polygon Building Maseru city S.A LO27 MoPW&T
Maseru Roads Polyline Transportation Maseru city S.A LO27 MCC
Main Roads Polyline Transportation Maseru city S.A LO27 MoPW&T
All Roads Polyline Transportation Maseru city S.A LO27 MoPW&T
Intercity Roads Polyline Transportation National S.A LO27 MMC
Railway Polyline Transportation Maseru city S.A LO27 MoPW&T
Taxi Routes Polyline Transportation Maseru city S.A LO27 MoPW&T
Airport Point Transportation Maseru city S.A LO27 MoPW&T

MUP&T Draft Final Report [24] October 2010

 Contours-20m Polyline Natural Systems Greater Maseru S.A LO27 MoPW&T
Contours-2m Polyline Natural Systems Greater Maseru S.A LO27 MoPW&T
Water Bodies Polyline Natural Systems Maseru city S.A LO27 MMC
Streams Polyline Natural Systems Maseru City S.A LO27 MMC
Maseru 2 -
Geological Polygon Natural Systems Greater Maseru S.A LO27 MoPW&T
Maseru_
Geological Polygon Natural Systems Greater Maseru S.A LO27 MoPW&T
Maseru_G
(Dolorite Dykes) Polygon Natural Systems Greater Maseru S.A LO27 MoPW&T
lec_mtrs1a Points Electricity Maseru city S.A LO27 MCC
lec_mtrs1b Points Electricity Maseru city S.A LO27 MCC
lec_mtrs_all Points Electricity Maseru city S.A LO27 MCC
Transformers Points Electricity Maseru city S.A LO27 MCC
Clinics Points Other Maseru city S.A LO27 MCC
Education Points Other Maseru city S.A LO27 MCC
Crimes Points Other Maseru city S.A LO27 MCC
Cemeteries Points Other Maseru city S.A LO27 MCC
Waste Disposal
(Skips) Points Other Maseru city S.A LO28 MCC
Waste Disposal
(Routes) Polyline Other Maseru city S.A LO29 MCC

Table 2: GIS Layers Received

2.4.4 Surveys
The following surveys were conducted:
Traffic counts (cordon);
Public Transport Passenger Counts;
Public Transport on-site (bus rank queue) O-D surveys;
Public Transport Vehicle (mini-bus) Counts;
Pedestrian Counts (selected locations);
Directional Junction (Intersection) Counts;
Household Travel Habit Survey (THS) with demographic and socio-economic elements
(complementary to census data);
Road Attribute Survey including sidewalks and drainage;
GPS Travel Speed Survey;
Road Sign and Traffic Light Survey;
Public Buildings and Institutions (GPS field survey).
Household Travel Habit Survey (THS) with demographic and socio-economic elements
(complementary to census data) in selected peri-urban and rural areas;
CBD Roadside Parking Survey (GPS field survey);

MUP&T Draft Final Report [25] October 2010

Completion of Public Buildings and Institutions GPS field survey.
Selected Intersection Traffic counts for Pilots;
Selected Pedestrian Counts for Pilots.

Methodology and details of the surveys and their analysis were detailed in working
papers and integrated into relevant reports. Relevant transportation data collected is
encoded and has passes quality control scrutiny. The data and information was integrated
into the GIS system, utilised for modelling and made available to the Client.

2.5 Study Area

The study area was defined as “the Maseru Planning Area (MPA) as defined by the MCC
and LSPP” The Consultant found that the study area as defined incorporated the entire
contiguous built area, the City‟s “footprint” as indicated in Map 1 below.

Map 1: Maseru Contiguous Built Area (analysis of 2005 orthophoto).

The Consultant has identified points of significance in the hinterland of significance to

the City and its future development which required specific attention:
Roma (academic),
Thabo Boise (historic, cultural),

MUP&T Draft Final Report [26] October 2010

Thabo Boise-Metalong-Nazareth (Metalong water project),
Lekokoaneng (sandstone quarries), together with TY.

The Steering Committee approved a wider perspective at the analysis and assessment
stage. The Study Area defined is indicated in Map 2 below.

Map 2: MUP&T Study Area

MUP&T Draft Final Report [27] October 2010

3. Background to the Development of Maseru

3.1 Historic Background of the City of Maseru

Maseru has grown over the years since its establishment in 1869 as Government Agent
Bowker‟s headquarters and police camp. Historically, its growth has not been consistent
but rather driven by externalities and political developments.
The City‟s establishment
derives as much from the
boundaries defined at the
Convention of Aliwal North of
1869 as from its geographic
location. Maseru grew
periodically - following
annexation to the Cape in 1871,
following the establishment of
the Crown Colony 1884,
following the Anglo-Boer War,
Figure 8: Maseru 1890
duringWWII (with the
establishment of military training facilities), in the post-war boom of the 1950‟s,
following Independence in 1966 and in the run-up to the end of Apartheid.

Conversely the City‟s growth and development was constrained, sometimes significantly,
by events as the Gun War of 1880; the Anglo-Boer War; WWI and the subsequent
Influenza Pandemic; the Great Depression, as well as in the 1990‟s with civil turmoil, the
demise of Apartheid and the South African invasion.

Effectively Maseru grew from an outlying administrative post to serve as a trading centre,
and later as a labour recruitment centre, to a small town - until independence.

Ho hola ha Motse Oa Maseru

…going from Maseru Railway Station at one end to the Maseru Intermediate
School at the other; or alternatively from the Airfield or Dark City at the
Mejametalana Plateau to the Army Training Camp or Police Depot and the Race
Course corner over at Ha Ratjomose …..motse ona o phatlaletse hakae!
Maseru joale tjena ke motse e seng motsana…..(the town has really spread out!
Maseru today is indeed a town, not a small village).
L. L. B. Monyako, Moeletsi oa Basotho, 1951 (translated and cited in D. Ambrose, Maseru – An
Illustrated History)

Following Independence Maseru grew rapidly from some 28,000 in 1966 to 110,000 in
1986 and to 228,000 in 2006. However, much of the 1966-86 growth was a result of the

MUP&T Draft Final Report [28] October 2010

expansion of the City‟s boundaries from the pre-independence “Colonial Reserve” of some
2 2(10)
20 km to approximately 140 km . Then peri-urban villages were incorporated in
the City. These villages have since grown rapidly, and constitute the bulk of the city‟s
suburbs and neighbourhoods and house the bulk of the population.

Figure 9: View of Maseru from the South African Border, 2010

It is only over the past decade that the City‟s rapid growth can be clearly attributed to
policy, with rapid industrialization, infrastructural development and in-migration. These
have spurred the City‟s growth and induced, or at least brought to the fore, associated
problems including urban poverty, traffic congestion, environmental degradation, etc.

Transportation in Maseru has similarly developed in spurts and starts over the years.
Until 1905 land transportation was exclusively animal based (horses, ponies, horse-drawn
carriages and ox wagons), whilst the Mohokare (Caledon) River was traversed by ferry.
The railway spur and bridge over the Caledon was opened in 1905. The first car arrived
in Maseru shortly thereafter.

By the 1920‟s Maseru was served by daily train services to South Africa and the Motor
(11)
Post Car provided passenger services to Morija and beyond . Bus services were
(12)
introduced later and by 1951 relevant traffic regulations were introduced and the first
(13)
Bus Terminus established . Public transport was based on “matchbox” buses (wooden
passenger frames placed on the chassis of lorries) until the 1970‟s when minibus “taxi”
services were reportedly introduced.
(14)
In the 1980‟s and early 90‟s bus services were provided by government . These
services were discontinued in the later 1990‟s and public transport has since been the
reserve of private minibuses (“taxis”) and shared taxis (“4+1”s). Dozens of bus skeletons
serve as a reminder of the discontinued bus service. Only recently have bus services been
reintroduced in the City and that only on a very limited scale and a very low frequency.

The City's boumdaries have since been adjusted periodically over the years. However these adjustments
have been marginal and contribute to marginal data and informational inconsistencies.
Mafeteng, Mohaslies Hoek and Seaka Drift
No parking, three designated bus-stops along Kingsway.
The Bus Terminus was originally located on the site of the present Cathederal and shortly thereatfter
relocated to the present day ranks area.
Specifically the military (RLDF) and the police (RLMP).

MUP&T Draft Final Report [29] October 2010

Figure 10: Thibella Terminus “Taxi Rank”, Maseru, 2006
Private vehicle ownership has
reportedly been growing
consistently for close to a
century, yet in reality
motorization levels in the City
are extremely low (60-70
vehicles per 1,000 population).
Similarly, congestion problems
Figure 11: Bus Scrapyard, Maseru, 2009 have been
reported from the
1950‟s onward yet these have generally been resolved with specific engineering
(15)
solutions .
Conversely, issue of access has retained less prominence yet constitutes the primary
transportation and movement issue facing the City.

3.2 Natural Systems

Relevant Natural Systems include:
Topography, Slope Analysis, Natural Drainage patterns, Vistas & Vantage Points;
Geology, Geomorphology and Soils;
Hydrology and surface water bodies;
Climate, Precipitation and Winds;
Flora, Fauna and Forestry.

3.2.1 Geology and Geomorphology

The following sandstone sedimentary units outcrop in the area, Burgersdorp, Molteno,
Elliot and Clarens Formations respectively from the lowest (oldest). Recent alluvial
deposits are found along major rivers. There are a few kimberlite dykes and an extensive

15
The 1950s congestion was apparently resolved with opening of the Kingsway (Cathederal) Circle in the
early 1960s. Much of the later reported congestion along Kingsway was resolved with the opening of
the Kingsway By-pass.

MUP&T Draft Final Report [30] October 2010

network of dolerite dykes with occasional dolerite intrusions. Molteno, Elliot and Clarens
sandstone is used as a building stone while material from dolerite dykes is used for crush
stone and gravel road surfacing (Government of Lesotho, 1981). There are no known
documented active faults or quake lines.

The geomorphology of the study area can be conveniently described using

geomorphological units approach. At the highest level are the plateaus (Clarens) edged by
vertical scarps, below these are steep debris slopes. There may be several planation
surfaces bounded by vertical scarps which develop into debris slopes followed by
accumulation glacis towards the bottom of the valley. Floodplains at valley bottom
develop into terraces over time and these merge into the accumulation glacis upslope.
This description results in a typical cross-section which characterizes the topography of
MPA. Each of these geomorphological units possesses special properties related to their
genesis that make them sensitive to specific land uses.

3.2.2 Topography and Morphology

The City‟s development has been significantly defined by its topography which is the
function of both the internal and external earth processes. The natural landforms of the
City exhibit a long history of erosion as described above. Topography imposes strong
constraints to urban development (other than the Mohokare/Caledon River which anyway
is the boundary with South Africa). To the east there are steep escarpments above which
is the Berea Plateau. Within the municipal area, and not far from the centre is a large
mountainous area which precludes intensive development. To the south is the Phutiatsana
River which inhibits development due to costs of developing new links across it. Thus to
some extent urban development has been channeled along Berea Road to the north-east
and towards the airport in the south-east.
Given the topography slopes impact significantly on infrastructural development and
construction costs thus requiring appropriate development cordons and constraints. Where
possible alternative land-use functions (preservation, forestry, selected recreation &
tourism, etc.) are recommended for both safety and conservation considerations.
The City is endowed with inspiring hills, “kopjes”, peaks, views and vistas (see Figures
12-13 below for examples). However development structures and patterns have also been
defined by other predominant factors and this endowment has not been adequately utilised
nor adequately preserved.
There is no identified landscape mapping for the City and absence of Landscape planning
and design is evident. Nonetheless, these assets are of great significance to the City,
providing unique opportunity to define its image and potential utility to provide Quality of
Life to its inhabitants.

MUP&T Draft Final Report [31] October 2010

Figures 12-13: Examples of Views and Vistas (Maseru 2009)

3.2.3 Climate
The general climate of Lesotho is cool subtropical with summer rain. Because of
physiographic differences, there are local climatic variations for the different
physiographic regions. The mean annual rainfall for the study area is about 700 mm. The
rainy months are from October to April in the form of high intensity thunderstorms.
Winter season which runs from May to July is generally cold and dry with occasional
snow fall in the lowlands (Moeti & Mokhele, 1986; Moeti, 1996). Despite noted extremes,
the City is blessed with clement weather conducive to both pedestrian and bicycle
movement as well as to outdoor activities (sports, recreation, leisure, touring, etc.). Wind
regimes impact specific areas in the City.

3.2.4 Soils
Lesotho has adopted the United States Department of Agriculture (USDA) approach to
soil classification. The lowest unit in this classification is the soil series. A comprehensive
mapping at a soil association level is available for the whole country. A soil association is
a combination of two or more taxonomic classes.
The clayish soils, prevalent in and around the City, directly impact on drainage
contributing to the risk of flooding in specific areas. As a result the protection of flood
plains and natural drainage systems is essential and forms an integral part of the
Consultant‟s recommendations and proposed plans.
The soil structure also determines the agricultural options available in the City and its
rural hinterland. Recommendations are made accordingly.

3.2.5 Flora and Fauna

Less than a century ago Maseru‟s natural environment was dominated by indigenous flora
and fauna. Today, no significant areas with indigenous flora and fauna have been
identified in Maseru. Small indigenous forests remain on private land (the hotels). Mpilo

MUP&T Draft Final Report [32] October 2010

hill that overlooks the CBD is rich in indigenous flora, however on-going and planned
housing developments on the plateau and along the debris slopes pose a serious threat to
the remaining fauna and flora. The absence of and/or diminished indigenous flora and
fauna is in itself significant and compensatory solutions are proposed (e.g. selected
restocking in areas designated for preservation, forestry, botanical garden(s), zoological
garden(s), tourism oriented Nature Reserves, etc).

3.2.6 Hydrology and Water Bodies

The MPA is drained by two main rivers, Mohokare and Phuthiatsana ea Thaba Bosiu.
Phuthiatsana is a tributary of the Mohokare south of the City. Within the Maseru Urban
Area (MUA), there are two major catchments, Mejametalana which drains into the
Mohokare and Leqele that drains into the Phuthiatsana. Because of urbanization in this
area, natural drainage channels have been modified and in some instances are no longer
recognisable. Major rivers and their tributaries and reservoirs have been digitized. For the
purposes of this study these maps sufficed. However there is a need for detailed drainage
system mapping in all detailed planning to be undertaken in the City.

Significant pollution of both ground-water and surface water bodies is evident. The threats
derive from both industrial and household (open-pit latrines) waste disposal sites and
cemetery sources. A recent study by the National Environment Secretariat (NES) has
documented and georeferenced pollution „hot spots‟ in the City (NES, 2006). These need
to be urgently addressed.

Severe drainage problems are reported given the preponderance of high proportion clay
soil types. Location of built up areas below steep slopes renders them vulnerable to
flooding due to occasionally exceeded discharge capacity of City‟s storm-water drainage.
Uncontrolled discharges from road culverts on steep slopes are a menace to built
environment and also contribute to accelerated erosion. Safety cordons limiting
construction are proposed.

Despite their present polluted state the Consultant views the Water Bodies and Streams in
and around the City to constitute a primary asset and provide significant opportunity to
provide open space and recreational facilities to the population. Appropriate proposals are
incorporated in the proposed plans.

MUP&T Draft Final Report [33] October 2010

3.3 The Planning of Maseru

Maseru has been subject to planning since 1880 when E.E. Pritchard laid out the first
plan, organizing plots in the present-day CBD, in a standardised cadastral subdivision
format.
In 1910 Capt. M. C. Dobson set out the first comprehensive Town Plan from the bridge
(16)
and rail spur to the present day Cathedral Circle and to Mpilo Hill . The Dobson Plan
effectively defined the structure of the town and the centrality of Main Street, present day
(17)
Kingsway , defining a central element of the City‟s structure and guiding much of the
City‟s development for decades.

Under Colonial administration much of the development of Maseru was planned, or more
precisely the „Colonial Reserve‟ was planned, whilst the surrounding villages grew
without planning guidance or direction. In the Colonial Reserve new “European Suburbs”
(Maseru West and Old Europa), “Native Townships” (Sea Point, White City, Hahoola,
etc.) and the Northern (Station) Industrial Zone were systematically planned, surveyed
and developed over the years. However, no updated comprehensive plan for the town was
prepared.

Map 3: Dobson Town Plan 1910

Source: D. Ambrose, Maseru – An Illustrated History

Denoted as “The World”.

Main Street was tarred and renamed Kingsway in 1947 to mark the Royal Visit.

MUP&T Draft Final Report [34] October 2010

Following independence and the incorporation of vast tracts of land and numerous
villages in the boundaries of the City, the need for a comprehensive plan for Maseru was
evident. The Maseru Development Plan (MDP) was commissioned by the Department of
Lands, Survey and Physical Planning, Physical Planning Division. The plan was
completed in 1990.

The MDP has clearly guided some elements of the City‟s development (e.g. specific new
road development as the Kingsway By-pass and the Southern By-pass, the location of
new industrial zones, the location of new public institutions such as the planned new
hospital etc.). Equally, major elements of the plan have not been implemented (e.g.
proposed mixed and commercial sub-centres, many of the proposed roads including the
Northern By-pass, extensive up-grading of defined areas, extensive site and service
developments, establishment of two general cemeteries, and much more). Opinions are
mixed as to the reasons for the plan‟s limited implementation but the issues of political
will, capacity and resource constraints is central to most published and expressed opinion.
2
The MDP defined land-use for the entire MUA, allocating no less than 109 km of the
2
143 km or 76% of the total land area for residential development.
Subsequent to the MDP, various bodies have planned different elements of the City. The
LSPP has planned and subdivided specific areas. The LHLDC has planned and developed
new residential areas. The LNDC has planned and developed new industrial areas.
Various ministries and public bodies and a few private developers have planned and
developed specific developments.

The allocation of residential plots in the “villages” by traditional practice has continued
apace. As a result, the City has sprawled out into peri-urban areas with clear urban,
environmental, social and economic impacts reflected, inter alia, in the transportation
system.
Recognition of these issues spurred the initiative for the MUP&T Study.

MUP&T Draft Final Report [35] October 2010

Map 4: Maseru Development Plan, 1990

3.4 Summary and Implications

Maseru was established as a colonial administrative outpost in 1869 and grew erratically
until Independence generally in responses to externalities (wars, geo-politics and
economic trends). Development accelerated following Independence, driven primarily by
in-migration from the rural areas.

It is only over the past decade that the City‟s rapid growth can be clearly attributed to
policy, with rapid industrialization, infrastructural development and in-migration. These
have spurred the City‟s growth and induced, or at least brought to the fore, associated
problems including urban poverty, traffic congestion, environmental degradation, etc.

MUP&T Draft Final Report [36] October 2010

These challenges need to be addressed to ensure the balanced future development of the
City.

Maseru is distinctly defined and impacted by its natural systems: The City‟s topography
and morphology have served to direct development, selectively enabling and restricting
construction and development. Moreover, it has endowed Maseru with grand views and
vistas.

Maseru‟s climate is clement, conducive to a wide range of activities. However, wind

regimes impact specific areas in the City.

The clayish soils, prevalent in and around the City, directly impact drainage contributing,
together with the topography, to the risk of flooding in specific areas. As a result the
protection of flood plains and natural drainage systems is essential and forms an integral
part of the Consultant‟s recommendations and proposed plans.

The soil structure also determines the agricultural options available in the City and its
rural hinterland. Recommendations are made accordingly.

No significant areas with indigenous flora and fauna have been identified in Maseru.
There is a distinct need to restock and re-establish the indigenous species.
Recommendations are made accordingly.

Significant pollution of both ground-water and surface water bodies is evident. The
threats derive from both industrial and household (open-pit latrines) sources, waste
disposal sites and cemetery sources. These need to be urgently addressed.

Maseru has been subject to planning since 1880 when E.E. Pritchard laid out the first
plan. In 1910 Capt. M. C. Dobson set out the first comprehensive Town Plan for Maseru.
The Maseru Development Plan (MDP), completed in 1990, guided some elements of the
City‟s development. Major elements of the plan have not been implemented and opinions
are mixed as to the reasons for the limited implementation but the issues of political will,
capacity and resource constraints are central to most published and expressed opinion.
These issues need to be addressed to ensure MUP&T implementation towards the City‟s
future development.

MUP&T Draft Final Report [37] October 2010

4. The Role and Function of Maseru
Maseru serves, inter alia, as:
The Capital City of the Kingdom of Lesotho;
The Primate City of Lesotho;
The “Gateway” to Lesotho;
The “Engine of Growth” for Lesotho;
Home to its citizens, industries and businesses. and
functions as a “Dual City”.

4.1 The Capital City

Maseru was established and developed as the administrative centre of the Colonial
Administration. The City has grown and developed apace as the seat of government
following independence.

The presence, and indeed dominance, of Central Government in the City is clearly
evident in the location of most government institutions and bodies in or near the City
Centre, including:
The Royal Palace;
Parliament;
Ministerial headquarters and residences;
Headquarters of parastatals and government agencies and bodies;
National Institutions (e.g. Library, Hospital, Stadium, etc.);
Military camps and airfield, Police and Prison service headquarters and facilities.

The City‟s role as a Capital is further evidenced by the presence and location of
diplomatic missions and facilities, as well as headquarters of most international
organisations and NGOs, operating in Lesotho.

Given the dominance of government in the economy and in society as well as the
centralised structure of government in Lesotho, the impact of government on the City
cannot be understated. Indeed government:
Dominates the real estate market in the City - directly or indirectly owning much of the prime real
estate in the centre of the City;
Controls and allocates land for development (industry, services, housing, etc.);
Serves as the focus and primary client for much of the private sector;
Employs the bulk of professionals and academics in the City;
Constitutes the primary source of MCC income, and is the primary consumer of municipal
services;
Effectively controls most public services and all utilities in the City.

It may be noted that Maseru lacks a number of significant institutions common to Capital
Cities, such as a National Museum; a National Theatre; Botanic Gardens; Zoological

MUP&T Draft Final Report [38] October 2010

Gardens; an open-air amphitheatre; specialised Sports Facilities (apart from the Soccer
Stadium); specialised Sectoral, Regional and International Institutions and Headquarters,
specialised Sectoral National, Regional and International Research Bodies; and more.

4.2 The Primate City

The primacy of Maseru in the National Space Economy derives, inter alia, from:
The fact that Maseru is the only city in Lesotho;
Its role as Capital City, particularly
given the dominance of
government in the national
economy;
Its location at the centre of the habitable
(18)
Lowlands ;
Its internal transportation linkages;
Transportation linkages to South Africa,
The City‟s relative size and scale,
being five times larger than the
next size town (Hlotse- Leribe, ~
50,000 population).
Momentum of ongoing dominance and
primacy.
Map 5: Maseru and Linkages in Lesotho
Source: Analysis of Roads & Traffic Counts (MoPW&T)
The City‟s primacy is clearly evident in many fields including:
Government policy and resource allocation;
Private Sector investment;
Public Services, particularly higher order services;
Commercial and professional services, particularly higher order services;
Location of institutions and facilities, again particularly of the higher order;
(19)
Migration patterns with young adults and particularly academics, concentrating in the City ;
and more.
This primacy is indicated, inter alia, in the relative concentration of population and
activities, indicated in Figure 14 below. Many assorted activities and services are
concentrated in Maseru. The higher the level of service, the higher the level of
concentration. Higher level services are not only concentrated in the City but are
concentrated within the Centre of the City.

Maseru is located geographically on the western boundary of Lesotho. However the country is laregely
mountainous and most areas can not support significant populations. Hence most of Lesotho‟s population
is concentrated in the more amienable Lowlands and Foothills.
Young adults and academics who do not migrate to South Africa.

MUP&T Draft Final Report [39] October 2010

Figure 14: Maseru Relative to Lesotho
Source: Analysis of statistical data (BoS) and estimates indicated with *.

It must, however, be noted that the level and extent of Maseru‟s primacy in the National
Space Economy, whilst both evident and significant, is not as extreme as is to be found in
many developing countries (e.g. Addis Ababa, Ethiopia; Dakar, Senegal; Brazzaville,
Congo; Bangkok, Thailand; Lima, Peru and many others). This partial balance is a result
of the development of Hlotse- Leribe as an industrial centre, the socio-cultural role of
Matsieng and Thaba-Bosoi, the location of the NUL in Roma and the significance of
numerous linkages to South Africa.

4.3 The Gateway to Lesotho

Maseru functions as the Gateway to Lesotho by both land and air.

No less than 46% of all vehicular crossings into and out of Lesotho are concentrated at
Maseru Bridge. These crossings are primarily of light vehicles (55% of all light vehicle
crossings occur here). Heavy vehicle crossings are concentrated primarily at the
Maputsoe Border Port. These are primarily freight vehicles, trucks and lorries; whilst
buses are primarily concentrated at the Maseru Bridge crossing.

The only rail connection between Lesotho and South Africa crosses the Maseru Bridge
and terminates in the Northern (Station) Industrial Zone. The station retains “Port” status,
with customs facilities on site.
(20)
The Moshoeshoe International Airport is located on the outskirts of Maseru providing
(21)
the only, albeit limited, air linkage between Lesotho and the outside world .

20
Beyond the municipal borders but within the MPA.
MUP&T Draft Final Report [40] October 2010
Map 6: Lesotho Land Entry Ports Figure 15: Vehicular Border Crossings
Source: Analysis of Traffic Count data. Source: Analysis of Traffic Count data.

Transport, logistics and trade remain significant elements in the Local Economy.

4.4 The Engine of Growth

As the “Primate City” Maseru serves as the primary “Engine of Growth” for the
development of Lesotho. Services and goods are initially introduced into Maseru and.
(22)
where relevant, extended into the towns . Higher order services are provided primarily,
if not exclusively, in Maseru. Generally projects and investments are initially
implemented in Maseru and wider implementation is generally managed from Maseru.
The City frequently serves as a “testing ground” for both the public and private sectors.
Tertiary education is primarily available in Maseru and Roma. Utilities and business
support services are themselves relatively accessible in Maseru and hence the City is
more amenable to investment and development.

However, whilst Maseru retains primacy in the National Space Economy, it retains a
peripheral position in the Southern African Regional Space Economy.

Maseru retains limited relative advantage as a Capital City and limited advantage given
both trade and physical access to the South African market. However, the City battles
significant relative disadvantage including:

Scheduled flights operate daily, 3-4 flights, linking Maseru to Johanesburg. No other international
scheduled flights operate out of the airport although private planes occasionally utilise the airport.
Examples include the introduction of retail chain stores and cellular communications.

MUP&T Draft Final Report [41] October 2010

Relative isolation, with access
primarily to Bloemfontein, itself a
small and relatively weak city. The
City further has limited direct
access to the Guateng Province, the
dominant financial, commercial
and industrial area in South Africa.
Access to the remainder of the sub-
continent and overseas is indirect,
through Bloemfontein &
Johannesburg, and by rail through
the ports of Durban and Cape
Town (see Map 7);
Limited scale of activity, both in the
City and in the country - lacking
many basic thresholds, local
markets and essential support
services for higher order economic
activity (see Figure 16);
Absence of distinct economic anchors
or relative advantage, apart from
cheap labour and advantageous Figure 16: Maseru in Relation to
trade status for the textile industry. Selected South African Cities
Source: Analysis of South African State of Cities Report
Whilst Maseru is relatively similar in
size and scale to Pietermaritzburg, in
itself a small South African city, its
economic “weight” and buying power
is more comparable to very small
South African towns and cities, with
populations of around 100,000 as, for
instance, Sasolburg.
 Map 7: Linkages in the Southern African Space Economy

MUP&T Draft Final Report [42] October 2010

4.5 Maseru as Home - The Dual City
Maseru serves as home for over 15% of Lesotho‟s population, the majority of its
academics and its tertiary students, the vast majority of senior government functionaries.
It is home to the rich and to the poor, the vast bulk of the middle class in Lesotho, the
young and healthy, the aged, disabled and ill.

The City hosts a significant portion of the factories and industry in the country, a very
significant proportion of commerce, including the country‟s only commercial mall, the
bulk of NGOs and voluntary organisations and almost all the financial institutions.

All these, with their disparate and often divergent needs, must be provided for in and by
the City for the population to enjoy a reasonable Quality of Life and for the City and the
country to develop.
However, given its structure and its history, Maseru has developed as a Dual City with:
A pleasant, planned, serviced, regulated core, effectively the Colonial Reserve, with extensive
unplanned, unserviced, unregulated, poor settlements extending from it;
Overlapping but distinct formal and informal economies;
Parallel public and private education and health services;
Extremely high income inequality.

This duality is expressed in numerous fields and is statutorily entrenched with the
established areas and neighbourhoods of the City defined as Gazetted Areas. These areas,
the Colonial Reserve and selected new developments, are liable for local property rates
and generally enjoy municipal services and infrastructural development. Most areas
beyond the gazetted boundaries generally do not enjoy such services and infrastructural
development is relatively limited.

Duality in Maseru is both spatial and functional, deriving from the location of facilities,
the distribution and cost of services (see Section 8), and the availability and affordability
of transportation (see Section 9).

The duality of Maseru is also reflected functionally in the economic sphere. The informal
sector in Maseru is small (accounting for under 10% of employed) and largely
concentrated in the City Centre. The informal sector is present, on a small scale, in and
around the Industrial Zones. However, its presence in the residential areas is very limited,
in comparison to most African cities. This is primarily as the result of the very low
densities of development, together with the depth of poverty, precluding neighbourhood
thresholds for even basic commercial services, be they formal or even informal.

There is also a very clear gap in employment between government and formal commerce
and services on the one hand, and industry and manufacturing on the other hand.
Government and business generally employ the educated and the skilled whilst industry
generally employs the unskilled, with remuneration set accordingly.

MUP&T Draft Final Report [43] October 2010

Map 8: MUA Built and Gazetted Areas

4.6 Summary and Implications

Maseru serves, inter alia, as:
The Capital City of the Kingdom of Lesotho;
The Primate City of Lesotho;
The “Gateway” to Lesotho;
The “Engine of Growth” for Lesotho;
Home to its citizens, industries and businesses. and
functions as a “Dual City”.
As the Capital City:
The relationship between government and the City of Maseru is symbiotic.
Given the dominance of government in the economy and in society, Maseru‟s central role in the
development of the nation is clearly evident.
Government institutions and facilities are concentrated in Maseru‟s core, occupying prime real
estate, both business and residential.
Government is the City‟s primary “client” and source of revenue.

MUP&T Draft Final Report [44] October 2010

Government provides and retains effective control of most services and all utilities in the City.
As the Primate City:
Employment, opportunity and services are concentrated in the City, largely in and around the
City Centre.
Concomitantly, many problems are concentrated in and around the City.
The city attracts, at one and the same time, rural migrants and investment,
accelerating growth and increasing primacy.
Attains the highest levels of threshold for service and amenity in the country,
providing the City with increased relative advantage on the national scale and
providing Lesotho with its best competitive option on the regional scale.
Achieves specific economies of scale unattainable in other towns in Lesotho and serves
national markets and populations.
As the “Gateway” and primary entry point to the country, Maseru serves as the
“showcase” of Lesotho. Indeed most visitors are exclusively exposed to Maseru and its
environs. As such, the face Maseru provides is the impression both investors and
international decision-makers retain of Lesotho as a whole.
As the “Engine of Growth”:
Given its relative disadvantage Maseru and Lesotho are losing critical assets (buying power and
human resources) to South Africa.
Maseru has to compete successfully in the Regional Space Economy for Lesotho to develop;
There are a few potential niches in which Maseru may develop relative advantage and serve as
the “Engine of Growth” for Lesotho;
This requires restructuring and intervention in various fields.

As “Home” to the most heterogeneous population in the country and host to industries,
businesses and institutions, Maseru needs to develop in a dynamic but balanced manner
to:
Meet the needs of its citizenry;
Provide them with a reasonable Quality of Life and Standard of Living;
Enable the future development of the City and the country.

However, given that Maseru functions as a “Dual City”, there is a clear need to “close
the gap” between the various sectors and sections of the City, to:
Provide services, facilities, amenity and Quality of Life to the population.
Ensure social cohesion and stability in times of rapid growth and change.
Lay the groundwork for ongoing economic growth and improved standards of living.

MUP&T Draft Final Report [45] October 2010

5. The Spatial Structure of Maseru

5.1 The Semi-Radial “Port City”

Maseru is located on Lesotho‟s
western border with the Mohokare
(Caledon) River serving as the
designated boundary line. Until 1905
the river effectively separated the then
Basotholand from the Orange Free
State which had yet to be incorporated
into South Africa. With the opening
of the Maseru Bridge the river
constituted a formal yet effective
boundary and Maseru grew as a
Figure 17:4 Caledon River Crossing, pre 1905
classic port, albeit a land port.

Historically the city developed between the river crossing and the present day CBD with
(23)
the “port” serving as the basis for the development of the City‟s first Industrial Zone. .
 Movement linkages between
Maseru and the hinterland
developed to the North and
South-East, responding to local
“Port”` topographical constraints. The
villages along these routes were
CBD
the focus of growth beyond the
Colonial Reserve and remain the
most populated suburbs and
neighbourhoods of the City.

More recent planned

development of the Southern By-
pass road enabled the
development of the third primary
radial arm to the south of the
Colonial Reserve.

Hence, Maseru developed its

present semi-radial structure, the
Map 9: Maseru “Port” and Semi-Radial Structure classic structure of port cities.
23
The border crossing at Maseru Bridge remains the primary port-of-entry to Maseru and Lesotho with
the rail station acting as a designated “port” with customs facilities.

MUP&T Draft Final Report [46] October 2010

5.2 The “One Mile” Core
The Dobson Plan of 1910 laid out the Kingsway Strip, then Main Street, as the core of
Maseru. The strip, from the Basotho Hat to Cathedral Circle, extends exactly one mile.

For half a century the development of the City remained concentrated on the Strip and
almost all development in the town took place within a one mile radius of the strip,,
except for development directly associated with the border crossing and “port”.

As such, the CBD developed along the Kingsway Strip, concentrating all higher order
functions, activities and services along or adjacent to the spine. As the City sprawled
outward the predominance of the Kingsway Strip was reinforced with all transportation
routes and services focusing demand on the Strip and creating the requisite thresholds for
higher order services, inasmuch as they are available in Maseru.

The Northern Industrial Zone and more recently the Thetsane Industrial Zone have served
to stretch out the core of the City for industry and employment but not for services or
amenities.
Dobson Plan 1910

Map 10: The “One Mile” Core

MUP&T Draft Final Report [47] October 2010

5.3 The Sprawling City

Map 11: MUA Population Density

Source: Analysis of BOS Census 2006 data

In both absolute and relative terms Maseru is a highly dispersed, very low density city as
is evidenced in Map 11 and Figures 18-19 below.
Persons
Gross Urban Densities Representative Plot Sizes
2
/km m2
Figure 18: Gross Urban Densities Figure 19: Representative Plot Sizes

Maseru‟s gross Urban Area

Density is extremely low, some
2
2,220 persons per km (2006).
Gross Residential (Built Area)
Densities vary significantly
between the peri-urban areas
and wealthy neighbourhoods
(extremely low) to built-up
neighbourhoods with a high
proportion of Malaene
(moderate densities). No high
density areas have been
identified in Maseru given the
absence of any significant
multi-storey housing. Average
Built Area density is calculated
2
at some 4,440 persons per km
(2006).

Plot sizes in Maseru are

calculated to average some 650
2
m . New development plot size standards presently applied in Maseru, as indicated in
Figure 19 above, are distinctly higher than South African standards, and approximately

MUP&T Draft Final Report [48] October 2010

double European standards for low density single and double story residential
construction.
The City‟s low densities derive from:
Traditional land allocation & subdivision processes;
Planning standards and land allocation & subdivision processes;
Nominal land values in the absence of competitive land use;
Absence of effective regulation and enforcement.

The City‟s density has even dropped over the past generation, as detailed in Appendix 2.
Much of this can be attributed to planning policy.

Underlying and informing the MDP was a strategy for the alleviation of poverty through
the promotion of “Urban Agriculture”, effectively backyard gardening requiring large
plots. The MDP dedicated the vast bulk of the MUA to residential development (see
Figure 17 below). The plan further defined extremely low densities, generally ranging
2
from 60 to 90 persons per ha,. and set minimum net plot sizes in select areas at 750 m .
2
In all, the MDP dedicated some 109 km , or 76 % of the MUA, for residential use - to
house a population of 390,000, setting a Gross Residential Density target of only 3,560
2
persons per km .

MUA 2005 and MDP Land Use

2
km
120

100

80

60

40

20

0
CBD, Residential Agricultural Natural +
Industry and Open
Other
MDP MUA 2005

Figure 20: MUA 2005 and MDP Proposed Land Use

The spatial characteristics of many residential areas have been determined by processes
of standard subdivision, allocation of land by chiefs which has not followed modern
subdivision processes, and ex post regularisation of areas developed according to
traditional parcelisation.

The land tenure system is addressed in greater detail below, but the spatial characteristics
have a number of implications:

MUP&T Draft Final Report [49] October 2010

Standard subdivision processes generally ensure that there is a well organised road
network of appropriate cross sections, ensure that there are sufficient land or
servitudes for hard services, and allocate land for public and commercial services and
open space - in addition to “Old Maseru” there are also some new middle-high
income areas of this nature;
Traditional land allocation does not cater for organised roads, infrastructure or public land,
leading to very serious constraints on service provision;
Ex-post regularisation attempts to resolve some of the problems caused by traditional land
allocation.
Typical examples of the above are found in the following maps.

Map 12: Example of Modern Subdivision – Le Cop

Source: analysis of GIS data

MUP&T Draft Final Report [50] October 2010

Map 13: Example of Ex Post Regularisation of Landholdings – Mabote
Source: analysis of GIS data

Map 14: Example of Peripheral Traditional Land Allocation – Ha Ts’osane

Source: analysis of GIS data

Other areas have been influenced, if not determined, by above-mentioned development

standards derived from the MDP which encouraged very low density development and
urban sprawl.

MUP&T Draft Final Report [51] October 2010

From previous studies it appeared that at least two thirds of residential plots in Maseru
have been acquired from chiefs in terms of customary law, although supposedly all land
is in the hands of the state and land must be allocated and leased by MCC and the State in
a formal process. The Census 2006 data shows the following means by which urban
households in Maseru acquired land: 53% allocated by chief; 19% bought from
somebody; 13% from government agency; 9% inherited; and 6% other

The nature of tenure according to the Census is 68% Form C (essentially a traditional
system); 16% leasehold; 13% no title; and only 3% title deed.

Due to the informal processes many neighbourhoods have mixed income populations,
and hence a high degree of social integration. The quality of houses reflects these mixed
incomes.

Another marked characteristic is that 50% of houses are reported rented, compared with
45% owned (the rest are rent-free or held by other means). Of the rented stock a
dominant feature is that many are “maleane” consisting of rows of single rooms with
shared pit latrines and water points.

In the formal sector the main providers of land and/or housing are the LSPP, MCC and
Lesotho Housing and Land Development Corporation (LHLDC). The latter provides
housing or serviced plots to a variety of income levels. There have been some
government initiated high density low income serviced housing - these are not connected
to the sewerage system but have latrines and some roads are gravel.

Planning law today retains a clear rural orientation. The proposed updated planning law is
yet to be enacted and should allow planning to resolve many issues. Similarly, proposed
Land Tenure legislation has yet to be enacted and applied.

However even if both proposed laws are enacted, they, in themselves, are unlikely to
constrain further sprawl.

Existing and proposed Planning and Land Tenure legislation do not distinguish between
(24)
property ownership rights and development planning allocation and approval. Neither
Act is based on the recognition that the allocation of construction and development rights
in specific locations involves the allocation of relatively scarce public goods. Neither
accounts for the contribution of public investment to the demand for and enhancement of
the value of land and built property in specific locations.

Neither Act provides for mandatory economic returns against the allocation of
(25)
development rights to the benefit of the public purse . Neither accounts for the
inevitable demands for public sector investment arising from continued development and
construction.

Formally leasehold rights as all land is formally “owned” by the Crown in trust for the Basotho people.
Such returns are essential to finance further public investment and development.

MUP&T Draft Final Report [52] October 2010

As such both the individual property “owner” and the public sector at large approach
development planning approval as an integral presumed element of tenure rights.

However, the distinction between “tenure” and “development,” and their separation, is
key to enabling effective planning and development; constraining development and
construction in defined areas; acquiring and allocating land for public use and for the
financing of infrastructural development.

Moreover, only recently has legislation been enacted and institutional arrangement set in
place to begin protecting the environment. And, as best can be established, there is no
policy, legislation or institutional structure committed to preserving agricultural land on
the urban fringe.

Additionally, beyond the Colonial Reserve an effective property market exists only in
some isolated areas and land values in the City as a whole are marginal. In the absence of
competitive land use, specifically economically viable commercial farming, land values
on the urban fringe are purely symbolic. Hence, there are no effective constraints to
ongoing sprawl.

5.4 The Naturally Endowed City

The City is blessed with natural advantages, including:
Temperate Climate;
Vistas, views and natural beauty;
Uniquely beautiful hinterland;
Streams and 1.5 km2 water bodies;
Potential for forestation;
Potential and relative advantage for orchards
and reportedly vineyards.
These advantages are under-utilized and
frequently unrecognized.

The Consultant has analysed the

sensitivities of the Natural Environment in
depth and has mapped these sensitivities,
as indicated in Map 15 below.

These sensitivities must be viewed as

cardinal. Construction and development
must be constrained in all areas with high
sensitivity and limited in areas of moderate
sensitivity. Many of the areas must be
viewed as assets to be protected and Map 15: MUA Streams, Rivers, Water
appropriately utilised for forestry, Bodies and Topography
MUP&T Draft Final Report [53] October 2010
recreation, tourism, etc.

In addition, it may be noted that Maseru‟s rural hinterland retains significant sandstone
and clay deposits (for brick-making). Semi-precious gemstone mines appear on older
maps although it is unclear whether they are still active. Uncut large semi-precious
gemstones are sold by children on the roads in the mountains.

Map 16: MPA Environmental Sensitivities

5.5 Urban Form

5.5.1 The Built Environment
Urban Form has to date not been studied or assessed and Urban Design has yet to be
undertaken in Maseru. Policy directives have only been developed for historical buildings
(in the MDP and the CBD plans).
In the field the Consultant has observed:
Multi-storey construction is limited almost exclusively to the CBD and the Northern
Industrial Area, generally 4-5 stories, for offices, largely government offices.
Only a few apartment blocks are to be found, generally 3 storey walk-ups without
elevators, primarily on the outskirts of the CBD, largely of poor maintenance and
some effective “slum” conditions. Apartments provide barely 3.4% of the housing
stock in the City.
The traditional Rontabole is a relatively rare sight in the City, constituting barely 1%

MUP&T Draft Final Report [54] October 2010

 of the housing stock.
Modern design utilizing and expressing traditional design and the natural materials of the
region (sandstone, clay brick and thatch) are more the exception than the rule
although “burnt” clay brick serves as a status symbol in residential construction (13%
of the housing stock). There are however a number of notable exceptions where such
design has been applied, including the Basotho Hat, the new Parliament under
construction, churches, schools, etc, indicating the inherent potential.
In the CBD and its surrounds a number of buildings of historic value, primarily of Colonial
design, have been identified and retain significant potential.
Few closed residential compounds have been identified. This is indicative of limited
social stratification, the relatively low crime rate and the limited size of the potential
market.
High walls, topped with razor wire or broken glass, often enclose wealthy residences,
industrial plots, workshops and commercial properties, impacting on adjacent public
space. But this appears to occur on a relatively limited scale in comparison to South
Africa and other African countries.

The primary form of construction in the City is of single story residences, in the old
Colonial Reserve, in the old village cores and their extensions and in the new suburban
developments. Double story construction of single residences, semi-detached housing and
town-housing is relatively rare but is more common in new construction. Single story
residences require relatively large plots, significantly contributing to urban sprawl.

Urban Design is generally perceived as relevant to very high standard development, and
specifically the design of high standard high-rise complexes and public space in leading
cities. However, in reality, this field of knowledge and these capacities are essential (but
generally lacking) in cities in developing countries, specifically to enable a reasonable
standard of high-density development and the upgrading of the public realm within the
constraints of very limited resources.

Whilst Urban and Architectural Design is beyond the scope of the MUP&T, the
implications of housing typology on the feasibility of in-fill and densification utilizing
comparative data (representative plot and built meterage) and international examples
have been assessed and are incorporated in recommendations.

5.5.2 Public Space

Public space, the primary urban element controlled by the City, is clearly under-
developed, indeed largely unplanned and poorly maintained.

Whilst there are over 1,000 km of roads in the City, 200 km or so paved, there are very
few urban standard streets and no inner city tree-lined boulevards have been identified.
Most roads, including sections of major arteries, are unlit. Few pavements and sidewalks
have been developed. Few trees and little gardening line the roads and reports indicate

MUP&T Draft Final Report [55] October 2010

that attempts at tree planting have generally failed as a result of vandalism. Close to no
street furniture (benches, covered bus-stops, waste disposal receptacles, statues, etc.)
whatever has been observed except in the CBD and there on limited scale and of limited
standard.

Informal commercial activities regularly encroach on public space and particularly roads
and PT termini.
Inner city public spaces serve as taxi ranks and unstructured parking grounds.
Public markets are poorly located, developed and maintained.

The Pitso ground, historically a central gathering point, has been largely built over. The
Racecourse/Polo Ground, potentially an alternative to the Pitso ground, used for example
to host the Pope, is reportedly privately owned and being planned for residential and
commercial development.

Figure 21: Racecourse/Polo Grounds (Maseru 2009)

The issue of public space and its development on all scales needs to be addressed as a
matter of priority.

The MCC‟s property rights over public space, including roads, are questionable. This
issue requires urgent resolution.

5.5.3 Open Space

A limited number of small public parks are maintained by the MCC, primarily in and
around the CBD. Few developed and maintained neighbourhood playgrounds have been
located. There are a limited number of forests in the City. The Ministry of Agriculture
and Forestry is reportedly planning to extend and plant forests.
Significant open space reserves remain in the City. These include:

MUP&T Draft Final Report [56] October 2010

Large areas in which the topography has constrained and precluded development;
Numerous water bodies, including large lakes, and their immediate banks where slopes and
soils have constrained and precluded development;
Large areas retained by the military;
Large areas retained by institutions (churches, LAC, etc.); and
Specific privately held holdings.
These reserves, particularly in the centre, are however being encroached on (Mpilo Hill,
the new commercial complex, planned development of the Polo Ground, residential
construction along streams, taxi ranks and parking, etc.).

Figures 22-24: Examples of Preserved Open Space (Maseru 2009)

MUP&T Draft Final Report [57] October 2010

Landscape Planning is generally perceived as relevant to very high standard development
and specifically the design of high standard gardens. However, in reality, this field of
knowledge and these capacities are essential (but generally lacking) in cities in
developing countries, specifically to enable both preservation of natural resources and
values and the development and maintenance of “Green” elements within the constraints
of very limited resources.

Whilst Landscape Planning and Design is beyond the scope of the MUP&T primary
contiguous open space has been identified and recommendations for preservation are
incorporated in the proposed plans.
The issues of the preservation of and public access to open space need to be addressed as
a matter of priority and these issues are treated at length in the MUP&T proposals.

5.6 Maseru’s Land Reserves

The City retains significant land reserves for future development or preservation, in
addition to extensive areas demanding preservation.
2
The Consultant‟s analysis of the 2005 orthophoto identified some 42.5 km of open space in
2 2
Maseru, in addition to approximately 12.6 km of cultivated agricultural land and 25.6 km
of land with intrinsic natural value. The larger tracts are indicated in Map 17 below.
This open space includes:
Open space between built-up
neighbourhoods, deriving
from unplanned sporadic
development and historic
patterns of sprawl;.

Uncultivated virgin lands;.

Large tracts of land retained
and utilised by institutions
(LAC, LDF, etc.).

Further detailed analysis indicates

2
that some 75% or 32 km can, but
not necessarily need, be utilised
for development within the MUA.
If developed at present densities
these areas can house some
140,000. At moderate densities
they can house some 300,000.
Map 17: MUA Land Reserves for Development or Preservation
Source: analysis of 2005 Orthophoto

MUP&T Draft Final Report [58] October 2010

5.7 Summary and Implications
Maseru‟s primary spatial structure is a clear semi-radial structure, typical of “Port Cities”
with activities, opportunities and amenities concentrated in the “Core”, the City Centre
and specifically the Kingsway Strip.
The semi-radial structure derives from the Maseru‟s location, its historic function as a
“port” (albeit a land port of entry) and its topography. Its role as Capital City has served
to further concentrate activity in the “core”.
The concentration of functions, activities and demand along and around the Kingsway
Strip has allowed Maseru to attain threshold levels for services otherwise unattainable.
The Kingsway Strip is in effect the face of Maseru and hence of Lesotho. The
predominance of the Strip has defined and continues to define the City‟s transportation
system, creating specific problems.
Maseru sprawls out beyond its core along its semi-radial axes (along the primary
movements routes M1 Main North, M2 Main South and of late also along the M10
Southern By-pass) in very low density. This low density construction and development is
simply unsustainable and serves as the root cause of and/or compounds many of the
City‟s most severe problems.
The Consultant has concluded that there is no need to restructure the primary semi-radial
structure. Nor is it feasible. Indeed, the continued concentration of activities,
opportunities and amenities in the “Core” remains essential to attaining higher levels
thresholds required by the City and the country at large. However, there is a need to
balance development and the distribution of activities, opportunities and amenities in a
more appropriate and functional manner. And there is an urgent need to significantly
increase densities to provide services, urban amenity and opportunity to the bulk of the
City‟s population.
Tackling the issue of density will require a distinct paradigm change including:
The effective structural separation of development rights from property rights;
The definition of appropriate targets and goals for densification, as well as constraints and
standards for new development;
The definition and implementation of appropriate urban planning standards;
The development of appropriate alternative land uses (specifically commercial farming)
on the urban fringe and the active protection of both environmentally sensitive and
agriculturally productive areas in and around Maseru.
To harness the benefits of its assets and potential, the City of Maseru must:
Recognise, utilise and protect its extensive, unique Natural Assets.
Concentrate development in its extensive Inner-City Land Reserves.
Balance the distribution of activities, increase densities and support the development of a viable
Real Estate Market.
These issues are addressed in the recommendations and the proposed plans.

MUP&T Draft Final Report [59] October 2010

6. The Social Structure of Maseru
6.1 Introduction
The development of Maseru, and its transformation from a small settlement to a City, has
impacted on, and in many ways contributed to specific social characteristics.

Most literature refers to population growth trends and to political and economic processes
in explaining and identifying the origins of poverty. Critical issues identified include:
health, HIV/AIDS, education, food insecurity, employment dynamics (including the
shifting balance towards manufacturing) and the high rate of unemployment.

From an urban planning viewpoint the following issues, which have a direct impact on
social development, are most prominent:
Land Use and an inefficient imbalanced urban structure,
Land Management and sprawl,
Inadequate Transportation Services,
Limited, uncoordinated and spatially imbalanced Service Provision, and
Inadequate Infrastructures (Roads, Water, Electricity, Communications, etc.).

6.2 Population and Demographic Structure

6.2.1 Population Growth

Maseru presently houses approximately 300,000 persons and its population is projected
to double by 2030.
Census 2006 data enumerated some 225,000 within the MUA and 278,000 in the MPA
(i.e. an additional 53,000 beyond the City‟s municipal boundaries). The total population
of the wider Study Area was enumerated at 360,000 persons.

The City‟s population has grown intermittently over the years with periods of rapid
growth (upwards of 6% per annum) and periods of constrained growth. The City has
grown at over 5% per annum for the past decade, despite high mortality rates and out-
migration, primarily as a result of ongoing in-migration.

The population growth of Maseru must be seen in the context of that of Lesotho as a
whole, as in the following table.

Period 1966-1976 1976-1986 1986-1996 1996-2006

Lesotho 2.3% 2.8% 1.5% 0.1%
Maseru 6.6% 4.2% 3.5% 5.2%

Table 3: Lesotho De Jure Population Growth

(Source: BOS, Statistical Yearbook 2008, 1996 Census, 2006 Census)

MUP&T Draft Final Report [60] October 2010

Of particular note is the period 1996 - 2006, when the country‟s de jure population grew
at a paltry 0.1% per annum. This, in all probability, reflects the impacts of HIV-AIDS
and permanent emigration to South Africa.
On the other hand the urbanised population grew rapidly in the period 1976-2006, from
10.5% to 23.7% of the total population. Maseru “Urban Centre” / “Maseru Municipality”
also grew rapidly, accounting for about half of the country‟s urbanised population.
It should be noted that previously, on the basis of the 1996 Census, projections were
made of the population by BOS. The projections for 2006 were significantly lower than
actual population as measured in the latest Census. The dynamics of population growth
have been, and will be, reflected in the spatial growth of the city, and future demand for
land.

Figure 25: Maseru’s Proportion of Total Population / Urban Population

Growth is driven primarily by in-migration from the rural areas. Rural in-migration is
from all parts of the country. Inflows from the immediate rural hinterland, Maseru and
Berea Regions, are more dominant. Migration from the southern regions and districts are
somewhat larger that from the northern regions and districts.

Maseru is a city of migrants with only 25% of the population, including children, born in
the City. Assuming that most children under 10 and half of all the adolescents were born
in Maseru, over 80% of adults in the City were born in the rural areas. This has major
implications for the social structure of the City, and effectively defines the cultural values
of the population. It also sets the stage for a major divide between the adult population
and the younger urban population.

MUP&T Draft Final Report [61] October 2010

 (26)
In-migration has been selective, constituted primarily of young, single females ,
generally with limited education. The rapid growth of labour intensive textile
manufacturing, providing employment for primarily unskilled female labour, has served
as a magnet

Rural in-migration is partially balanced by selective out-migration to South Africa. For

many rural migrants, Maseru is merely a staging post on the way to South Africa‟s major
cities. Of particular note and concern is the movement of educated middle-class young
adults and particularly academic degree holders to South Africa and the opportunities
provided there. There is also a very minor trend of selective educated migration to
beyond South Africa (primarily Europe and North America).

Fertility rates in Maseru are lower than the national averages. Mortality rates are
extremely high, primarily as a result of HIV-AIDS.

6.2.2 Demographic Imbalance

The age pyramid of the population of Maseru differs distinctly from the National average.
The proportion of children is smaller and
the proportion of young adults is larger,
indicating both the impact of urban
lifestyle on fertility rates and the scale
and nature of in-migration.
Maseru displays a distinct demographic
imbalance, both in its age structure and in
gender, as a result of selective mass in-
migration and HIV/AIDS related
mortality.

As a result the City‟s population‟s age

structure is imbalanced with:
Very low proportion of children;
Extremely low proportion of elderly;
Very high proportion of young adults.
Figure 26: National & MUA Age
Structure Source: Analysis of BOS Census
This imbalance in age structure is not exceptional and is found in many rapidly growing
cities in developing countries, although the imbalance in Maseru is relatively
pronounced. This imbalance, termed the “Demographic Windfall”, is reflective of
modernization associated with urbanisation and reduced fertility rates resulting in low
(27)
Dependency Ratios , enabling and accelerating development.

Young unskilled males tend to migrate more to South African cities than to Maseru.
The ration of dependants (non-labour fore age) to labour force population, expressed as n per 100.

MUP&T Draft Final Report [62] October 2010

In Maseru however, much of this
“Demographic Windfall” is offset by the
impacts of HIV/AIDS, significantly
reducing the effective work force and
concomitantly increasing the number of
dependants, as indicated in Figure 27.
HIV/AIDS mortality rates are extremely
high, and disproportionately high
amongst young males.
Given migration trends and the impacts
of HIV/AIDS, the City‟s population
displays a distinct gender imbalance. The Figure 27: National & MUA Dependency
ratio of females to males in Maseru is Ratios Source: Analysis of BOS Census Data

1.2:1. Here too the distribution is not equitable. Whilst the female-male ratio in the
middle and upper classes approaches an acceptable norm of 1.06:1, the ratio amongst the
poor approaches 1.3:1. This imbalance is simply not sustainable without significant social
disruption.

In the 18-29 age category the female-male ratio climbs to an unsustainable 1.9:1. This
alone bears the seeds of social disharmony, on a mass scale.

There is, however, one distinct benefit deriving from this gender imbalance – female
empowerment, as is evidenced in all walks of life in the City, from Cabinet down.

Gender Ratios
(n females : 1.0 males)

Figure 28: MUA Gender Ratios

Source: Analysis of BOS Census 2006 and THS Household Survey Data

MUP&T Draft Final Report [63] October 2010

6.3 Poverty
Lesotho is characterised by wide spread poverty impacting on most fields and walks of
life – including health and life expectancy, education, migration, housing, services,
movement, economic activity, community structures, et al – in both the rural and urban
sectors.

Lesotho's Human Development Index is very low in absolute and relative terms and the
trend, as indicated in Figure 29 below, is more than disturbing.

Figure 29: Lesotho Human Development Index Trends

Extensive attention has been paid to the subject and a comprehensive national policy
(PRSP) has been drafted and adopted. The policy is multi-faceted and many elements are
relevant to the MUP&T as both inputs and directives.

Maseru is clearly a very poor City although the level and spread of poverty in the City is
more limited than the national mean. Poverty is clearly evident in most parts of the City
and in many areas it is abject:
Large sections of the population suffer abject poverty having exchanged rural subsistence for
urban subsistence;
Infrastructure and services are limited and often of poor standard;
Access to services is limited and transit costs are high relative to income;
Higher level and higher pay employment opportunities are extremely limited;
Transit costs directly impact poverty and food security for the City‟s population;
Poverty, compounded by transit costs, constrains access to opportunity and services for much of
the population.

Poverty in Maseru is endemic and pervasive. It finds expression and impacts the City in
myriad fields including:

MUP&T Draft Final Report [64] October 2010

First and foremost in disease and mortality rates - with life-expectancy amongst the lowest in the
world (under 50 and dropping);
Large sections of the population are at or below subsistence levels (US$1 per capita per
day for food) and food security is a major issue and challenge for at least half the
households in the City;
The labour force – which is primarily unskilled, employment opportunities are extremely
limited, wage and salaries are low and job security is frequently in question;
Extreme income inequality - amongst the highest in the world (Gini > 0.6);
Limited services - services are limited and even where utilities are available they are generally
unaffordable to the bulk of the population. For example, only 29% of the
City‟s households have refrigerators (BOS Census data 2006) directly impacting diet
and health;
Limited purchasing power and thresholds -for higher order services and amenities, lacking even
for such standard functions as car dealerships;
Standards of construction and maintenance – standards of residential and other construction are
generally very low;
Limited tax-base -given that the vast bulk of the population lacks disposable income, the
MCC lacks a reliable accessible tax-base to generate income for development and
services;
and much more.

Furthermore, the Consultant‟s analysis of Census 2006, THS Household Survey and GIS
data indicates a severely imbalanced socio-economic structure in the City.

6.4 Socio-Economic Structure

The Consultant‟s analysis identified the following socio-economic groups with
distinct representative characteristics:
2
High - 2-3% - Large modern homes; very high housing standard (40+ m per capita);
high motorization rate (2+ vehicles per household); significant residual income and
savings; senior officials, leading businessmen and expatriates.
2
Medium/Middle Class ~ 14% - Comfortable homes, high housing standard (30-40m
per capita); wide motorization (approaching 1 vehicle per household); available
residual income and limited savings; professionals, management, some businessmen,
land owners and relatively well established families.
2
Low ~ 41% - Basic homes, reasonable housing standard (20-30m per capita); very
limited motorization (old cars, taxis in some households); very limited residual
income and effectively no savings; fixed employment; relatively few dependants;
relatively long residency in city and employed migrant singles and couples.

MUP&T Draft Final Report [65] October 2010

 Subsistence and below
~ 42%

Figure 30: MUA Socio-Economic

Structural Imbalance


Subsistence and below ~ 42% - Malaene High
or very small homes, basic housing 2-3%
2
standards (15-20 m per capita) or less;
no car; minimal if any residual income;
no savings or economic cushion;
Medium
minimum wage earners with dependants, ~ 14%
unemployed or casual labourers, wage
earners with more dependants, new
migrants, established residents pushed Low ~ 41%
into abject poverty by unemployment
and/or chronic illness.

In addition it may be noted, Maseru serves a

large well-to-do population residing in, and
commuting daily from, Ladybrand (many
hundreds) and a very large abjectly poor
population residing in, and commuting daily
from, the MPA as well as the rural
hinterland (many thousands, generally unskilled labourers).

Given the scale of poverty most neighbourhoods in the city are predominantly poor,
ranging from low income to subsistence with “islands” of middle and high income
neighbourhoods. Based on detailed analysis of the 2005 orthophoto and the GIS buildings
(28) (29)
data , cross referenced with Census and THS data , the Consultant has analysed the
distribution of socio-economic groups in the City.

The poorest neighbourhoods are in part spread through the southern peri-urban areas and
in part concentrated:
North-east and south-east of the city centre, within the limits of daily pedestrian access to the
CBD and the Industrial Zones;
Around the Thetsane Industrial Zone, stretching the limits of daily pedestrian access to
employment.
Peri-urban areas on the southern periphery of the City.

The wealthier neighbourhoods are:

Concentrated in the old Colonial Reserve;
Developing as “islands” in planned developments in Thetsane West and Ha Matala and in the
northern and south-eastern peri-urban fringes.

Utilising calculated housing standards (sq. m. per capita) and the propotion of large homesand maleane
(by built meterage) as proxies for income status.
As control and reference data for totals on the MUA, TAZ and constituency scales.

MUP&T Draft Final Report [66] October 2010

Map 18: MUA Socio-Economic Status by Housing Type and Standard by EA, 2005

It must be noted that despite the oppressive depth of poverty in the City, crime and
delinquency have not grown to the endemic proportions of neighbouring South Africa.
This as a result of social cohesion, which, without doubt, constitutes one of the City‟s
greatest assets and achievements.

It must further be noted that in many of the poorer areas individual new modern houses
have sprung up, indicating that at least in part socio-economic mobility has not been
accompanied by wide-spread spatial mobility. Moreover, in some peri-urban areas,
particularly on the City‟s northern fringes, there is significant construction of modern
new houses intermingled with small rural households. This is of particular significance,
indicating that social stratification is still limited and social cohesion is still maintained.

However, endemic poverty inevitably lays the seeds for social maladies such as crime,
delinquency, drug abuse and disorder. As such, poverty needs be tackled systematically,
at source, with appropriate education, employment, services. and compensatory
community structures and services must be developed and nurtured.

MUP&T Draft Final Report [67] October 2010

Map 19: MUA Proportion of Malaene as % of Households by TAZ, 2005

6.5 Household Structure

The prevalence of female-headed households stands as one of the striking characteristics
of the city of Maseru. With the decline of the agrarian economy, South Africa became an
alternative source of livelihood for many Lesotho males (initially and primarily in the
mining sector). The migrant labour system has reportedly had significant impact on the
family structure, separating families and creating the female-headed household. This has
placed an enormous burden on the head of household particularly regarding child rearing
and income, reportedly complicated by issues of legal status. However, in recent years
this phenomenon has empowered many women economically, socially and politically.
This basic family unit is vulnerable and of significance in many facets including demand
for and distribution of services, social stability, safety, economic activity, etc.

It should be noted that employment opportunities on the South African mines have fallen,
thus introducing additional pressure on employment and the social structure.

The HIV/AIDS pandemic has simply played havoc on the traditional household structure.
Nuclear families constitute barely one quarter of households, multi-generational extended
(grandparent, child + spouse, grandchildren) family structure is exceptional in the
numerous extended family households. Single-parent households are very common and

MUP&T Draft Final Report [68] October 2010

such manifestations as teenage sibling headed household and the elderly bringing up
orphaned grandchildren and even infant great-grandchildren are to be found in the City.

6.6 Communities and Social Cohesion

The community structure of Maseru is reportedly relatively stable, with limited spatial
30
mobility . These structures reportedly derive from the traditional structures of
chieftainship; hence village borders and identity retain significance. These structures are
complemented and reinforced by ecumenical structures, of particular significance given
the reported decline of traditional structures across the generational gap.

As previously noted the City retains social cohesion and stability. Social structures
remain largely intact despite rapid change and development. The City is relatively safe,
excepting road safety, and crime and delinquency remain limited. Indeed Maseru is one
of the safest cities in all of Africa and certainly in Southern Africa.

This in part, at least, derives from the Basotho culture and the religiosity of large sections
of the population. These provide not only social cohesion and stability but bless the City
with an affable population.

These advantages are generally unrecognized and under-utilized in the marketing of

Maseru. More importantly however, little recognition is given to the role of community
in ensuring social cohesion, in mitigating poverty and in compensating for the near total
absence of Social Welfare systems and services.

6.7 The Emergent Middle Class

The growth and development of towns and cities and that of the middle classes, the
bourgeoisie, have historically gone hand-in-hand. Indeed, the very term bourgeoisie
derives from the Old French word burgeis, "inhabitant of a town". The middle classes
have historically driven urban development, and cities and towns have developed
primarily to cater to the needs of the bourgeoisie and to facilitate industrialisation.
Maseru‟s transition from Town to City over the past generation has as much to do with
the emergence and growth of the middle class as with the expansion of its scale and
spatial footprint. It is the middle class in the City that retains the bulk of residual and
disposable income, and hence it is the middle class that creates the demand for higher
order services and goods, driving commercial and associated economic growth over and
beyond public sector initiative and investment.
However, Maseru‟s middle class has not developed as a classic bourgeois merchant and
commercial class, but is rather primarily based on educated public sector employees. As

30
Reports indicate that social and economic mobility does not necessarily induce spatial mobility.
Hence high standard modern residences with distinct symbols of affluence are often found in the poorest
of neighbourhoods.

MUP&T Draft Final Report [69] October 2010

such, Maseru‟s middle class is less wealthy in absolute terms than, for example, the
neighbouring South African middle class. Moreover, it is characterised by the distinct
scale constraints of its entrepreneurial elements.
The City‟s middle class is growing rapidly and its potential for accelerated growth is
evidenced in the rapid growth of Tertiary Education. The manifestation and harnessing of
this potential is, however. subject to the provision of appropriate employment
opportunities for young graduates, over and beyond the capacity of the public service to
provide such employment.

6.8 Health
Life expectancy in Lesotho is amongst the lowest in the world. This as result of a
combination of factors including nutrition & food insecurity, poverty, access to and
standards of health care, etc. compounded by both accidents and HIV/AIDS.

The reported incidence of HIV/AIDS in the country is amongst the highest in the world
and there is good reason to believe that the incidence is under-reported.

Figure 31: HIV Prevalence by Employment and Sex

(Source: BOS, Statistical Yearbook 2008).

AIDS is clearly debilitating not just for the individual but for the family and the
community. Beyond the personal and the emotional impact, the economic impact is
devastating on the micro and macro levels including costs of medication, costs for
treatment and travel, lost income of the patient and family members providing care, lost
investment (private and public in education) and finally exorbitant burial costs (given
cultural norms requiring lavish funerals).

Hence, both Vision 2020 and the PRSP place significant weight on the provision of and
access to health services. Health services are detailed in Section 8.2 below.

MUP&T Draft Final Report [70] October 2010

7. The Economic Development of Maseru
7.1 National Economy
Lesotho is counted amongst the poorer countries in both absolute and per capita terms,
both internationally and in comparison to most of its Southern Africa neighbours as is
clearly indicated in Figure 32 below.

Current
US$
20,000

18,000

16,000

14,000

12,000

10,000

8,000

6,000

4,000

2,000

0
1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014

Botswana Lesotho Malawi Mozambique Namibia South Africa Swaziland Zambia Zimbabwe

Figure 32: Historic and Projected PPP per Capita GDP in Southern Africa
(Source: IMF Database 2009)

This despite robust growth over the past decade (averaging some 3.2% per annum),
including growth of 4.4% in 2008 despite the impacts of the international financial crisis.
The primary components of GDP include:
Public Services (Government, NGOs, Health and Education combined 22%);
Food, Textile & Leather Industries (12%);
Construction and real estate (12% combined);
Mining and Quarrying (9%) primarily the new diamond mines in the north;
Utilities and services (Transport, communications, electricity and water 9%).

Although it is of economic significance, the informal sector is not reflected in national

accounts.
The weakness of the economy is evident in the following:

MUP&T Draft Final Report [71] October 2010

GDP constitutes some 75% of GNI with the balance being contributed largely by SACU,
transfers of migrant workers in South Africa and foreign aid..
Once the “Granary of Africa” agriculture constitutes less than 7% of GDP. Whilst still the
primary employer, the agricultural sector is in continuous decline.
Formal commerce (wholesale, retail and repairs) contributes less than 7% to GDP.
Industry and Manufacturing, apart from the garment industry, contributes a mere 5%
(including the food and beverage industry).
Despite the evident potential, tourism is a marginal contributor to GDP.

In effect, the economy is small and underdeveloped, lacking effective relative advantage
on the regional and international scales apart from cheap labour and preferential trade
agreements for the textile industry. Other fields, retaining potential relative advantage
(e.g. agriculture, tourism, water and hydro-electric power, etc.), remain under-developed
or at least unrealised to date.
In effect, Lesotho remains dependant on:
SACU payments;
Migrant worker transfers;
Foreign Aid and Support.

Despite the above, the outlook remains distinctly positive given:

Gross Capital Formation is significant, and equally importantly growing, indicating the scale
of investment in both infrastructure and industry;
The economic impacts of the revolution in education indicated in Section 4.7 above have yet
“to come online”, and these will be significant;
Specific sectors, as mining and quarrying, financial intermediation, other manufacturing and
communications, are growing rapidly.

As such, the IMF projects ongoing growth over the coming years (with PPP per capita
GDP projected to grow over 21% between 2008- 2014).

7.2 Maseru in the National Economy

Maseru retains a dominant, if not primate, role in the National Economy, balanced in part
by the Hlotse-Leribe node (manufacturing, trade, transportation and logistics). Its
dominance is however evident in, inter alia:
Government Employment (an estimated 30% of all government employees and the vast
majority of senior managerial and professional staff);
Public Investment in both infrastructure and government facilities;
Headquarter location for most Parastatals and NGOs;
Clear primacy in the Financial Sector;
Significant proportion of Manufacturing and Industry balanced by the Hlotse-Leribe node;

MUP&T Draft Final Report [72] October 2010

Dominant role in internal and external trade, transportation and logistics, partially balanced
by the Hlotse-Leribe node, as indicated in Table 4 below.
Most all higher order commerce & services including higher education.
There is an evident symbiotic relationship between Maseru and the National Economy:
Given the relative scale of Maseru in comparison to the remainder of the urban sector
(half the population and a much larger slice of GDP, household income, investment,
etc.) it dominates much of the economy (except agriculture and mining with
manufacturing partially balanced),
Maseru is generally a prime, if not the primary, beneficiary of both economic growth and
public investment to promote growth,
Sectoral growth trends, both positive and negative, in the economy are generally evidenced in
Maseru, often on a pronounced scale,
What higher order thresholds are achieved are, at least initially, concentrated in Maseru (e.g.
entry of chain stores, mobile telecommunications, etc.),
Specific sectors, such as financial services, are almost exclusive to Maseru.

Given that almost all economic growth in Lesotho, with the exception of mining, derives
from urban development and economic activity, combined with its relative scale and
effective dominance, Maseru‟s development is clearly crucial to the development of the
economy and the country as a whole. Indeed it constitutes one of the primary engines
driving development on a national scale.

Effectively, Maseru needs to compete on the regional (Free State), Southern African
(SACU, SADC) and international scales to advance the goal of national development.

This, in addition to the need to provide adequate employment opportunity and a

reasonable standard of living to its present and future inhabitants.

7.3 Maseru’s Space Economy

The primary economic sectors in Maseru are:
Government Administration
Public Services;
Textiles;
Informal Sector;
Parastatals, Institutions, Donor organisations and NGOs;
Commerce;
Food and Beverage;
Transportation;
Other manufacturing and trades and Logistics;
Private Sector Services;
Construction and Development.

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Each of these sectors has different locational and functional requirements and impacts the
City and its development on both the wider and local scales. Each sector, its distribution,
requirements and impacts, will be generically assessed with special emphasis on the
primary sectors (public sector, manufacturing, commerce).

The bulk of economic activity in the City, and certainly almost all higher level activity, is
concentrated in the CBD, along the “Kingsway Strip”, and in close proximity thereto,
including two large Industrial Zones.

The CBD, the Kingsway Strip and it surrounds, is clearly the focus of non-manufacturing
economic activity in the City and indeed in the country. Almost all higher order services
and facilities are located along the Strip with the Financial Sector concentrated at its
centre. Much of the Western Section was destroyed in 1998 and rebuilt, housing offices
(largely government) and higher order commerce. The Eastern Section is more run-down
and mixed, hosting both newer chain-store retail outlets and lower order small-scale retail
as well as some Frame Functions (e.g. the bakery, furniture stores, etc.).

More significantly, the CBD shows that significant thresholds have yet to be attained.
Higher order commerce (e.g. jewellery, designer boutiques, etc.) is not evident. No
concentrations of professional services (e.g. legal, accounting, public relations, marketing
and advertising, etc.) have been located. There are few cafes, coffee-shops and
restaurants of higher standard and few chain outlets. Even fast-food outlets are few and
far between. Many Frame Functions (e.g. motor dealerships, specialised wholesale space-
extensive commerce, etc.) are absent. Recreation and entertainment facilities, both public
and private are largely absent. This paucity indicates the limited buying power of the
local market and the City‟s relative competitive disadvantage vis-a-vis Bloemfontein and
even Ladybrand.

The first Commercial Mall has recently opened adjacent to the Kingsway Bypass,
indicating assessed or presumed buying power justifying mall style retail development.

There are three designated Industrial Zones in Maseru (Northern, Thetsane and Southern
Industrial Zone). The Northern Industrial Zone incorporates the railway station and
sidings, relatively “heavy” industry, labour intensive industries, space extensive functions
and offices with residential uses mixed in. The Thetsane Industrial Zone is relatively
structured and oriented, if not dedicated, to the textile industry. Despite planning and the
nature of the zone it has developed directly adjacent to residential areas without adequate
buffers. The Southern Industrial Zone is a planned development with a new large factory
under construction (Philips light bulbs).

There are some sporadic, small scale, industrial concentrations in and around the City.
There are also recognisable vestiges of past unsuccessful industrial and business
initiatives. Whilst their economic impact may be limited, their environmental impact is
significant.

MUP&T Draft Final Report [74] October 2010

There is very limited commercial activity in the suburban and peri-urban zones, primarily
small scale commercial nodes along the major routes, often mixing small scale commerce
and services with liquor outlets and funeral parlours.

Most informal economic activity is reportedly located in close proximity to the primary
employment and transportation nodes. Informal economic activity in the suburban and
peri-urban zones appears relatively limited in comparison to many African cities.
Although there are reportedly sporadic attempts to stop unlicensed vending in specific
locations, there is no evident policy to regulate, enable, formalise or direct the location of
informal activity.

As detailed in Sections 3.1 and 5.1 above, the City developed in an acentric manner with
semi-radial axes extending from the colonial core, with almost all non-residential
functions, and certainly all higher order functions, concentrated on the core. This is
clearly evident in Map 20 below (with the Thetsane Industrial Zone being a relatively
recent development and with the Millennium Park project in its initial stage of
development).

Map 20: MUA Distribution of Major Non-Residential Activity Nodes

This level of concentration retains distinct benefits for a city the size and scale of Maseru,
specifically economies of scale, economies of agglomeration and service thresholds.
However these benefits come at a high price:
Limited access to employment opportunities and to services – exacerbated by sprawl;
Dependence on motorized transport - exacerbated by the acentric structure and the inefficiency of
the public transport system.

MUP&T Draft Final Report [75] October 2010

7.4 Labour Force, Employment, Unemployment and Income

7.4.1 Employment and Income

The national and local economies are distinctly labour oriented. The primary challenge
for society, government and the individual is to respectively create and find employment.
Policy is reportedly and evidently oriented to creating jobs on the widest scale possible.
This policy directly impacts the City and its development both positively and negatively.

Whilst unemployment is rife in Maseru it is lower than the national average and hence
the City attracts work-seekers from the rural areas. Given that Maseru serves as the seat
of government and the centre for higher order commerce and services, the City is
particularly attractive to the educated. Hence, educated young adults, who choose not or
cannot move to South Africa or overseas, are concentrated in Maseru. These migration
patterns and their implications for the City and for urban development will be assessed.

Given that the supply of labour, in almost all categories except specific professions,
significantly exceeds demand, salaries and wages are low, often below basic subsistence
levels and poverty is rife, even amongst the employed. Hence, purchasing power, both
aggregate and household, is low. This impacts the City and its development, constraining
public and private service levels, construction and maintenance and much more.

Given cheap labour, effective under-employment is rife in both the public and the private
sectors. Productivity is low, impacting competitiveness, standards, etc. Both under-
employment and “employment” in the informal sector serve to mask unemployment –
ameliorating social impacts whilst aggravating economic impacts.
31
Income disparity in Lesotho is amongst the highest in the world. Gini data is outdated,
with the last published figure being 6.3. This disparity is evident in Maseru and its social
and economic impacts are evident.
7.4.2 The Work Force
The Consultant‟s analysis of Census and Labour Force data, cross-referenced with the
Consultant‟s THS Household Survey data indicates that:
The MUA Labour Force currently numbers some 169,000 persons with a further 34,000 within
(32,33)
MPA boundaries (beyond the MUA) .
Approximately 70% of the MUA labour force is economically active and some 72% in the
(34)
MPA .

Measure of Income Disparity.

Assuming continued growth of 5% p.a. in the MUA and 3% p.a. in the balance of the MPA
Figures exclude de jure Maseru residents absent and working in South Africa.
MUA rates are lower than national and rural rates given the larger proportion of tertiary education
students resident in Maseru.

MUP&T Draft Final Report [76] October 2010

Approximately 90,000 MUA residents are currently employed in the MUA with another 5,000
(35)
commuting daily to the City for work .
In total upward of 95,000 are employed in Maseru with a further 12,000 or so employed in the
MPA, including agriculture.

Labour Economically
2009 Employed
Force Active
MUA 169,000 118,000 92,000
MPA 34,000 24,000 18,000
Total 203,000 142,000 110,000

Table 4: Maseru Estimated Workforce and Employment, 2009

Source: Analysis of BOS Census 2006 and Labour Force Survey 2008 Data

The workforce in Maseru is relatively young, given migration trends, and relatively well-
educated, by African and developing country standards, with a reported average of 11
(36)
years education (THS Survey) . This is as a result of advancements in the educational
system and ongoing further education, particularly amongst public sector employees.
There is a clear relationship between education and employment on a number of levels:
Access to employment with some 25% of the workforce with 12 years education or less
being unemployed and less than 15% of those with 13+ years remaining unemployed
(for an average of 22%);
Status and type of employment (unskilled labour, artisan, skilled and professional);
Remuneration.

Education Employed Unemployed

1-7 years 25% 31%
8-10 years 23% 25%
11-12 years 22% 27%
13-16 years 23% 15%
17+ years 7% 2%
N/A 1% 1%
Total 100% 100%

Table 5: MUA Education and Employment

Source: Analysis of THS Household Survey 2009 Data

Several hundred educated and skilled workers resident in Ladybrand and several thousand MPA and rural
hinterland residents, generally unskilled labourers, commute daily to Maseru to work. Conversely, up to
one thosand Maseru residents commute daily to work in Roma, TY-Leribe and posts and projects in the
rural hinterland.
The Consultant considers this reporting to be inflated. However, even compensating for such inflation it
is evident that the work force is indeed relatively educated.

MUP&T Draft Final Report [77] October 2010

7.4.3 Structure, Scale and Distribution of Employment
The primary sources of employment in Maseru are:
The public sector, primarily government but also significantly parastatals and NGOs;
Manufacturing and specifically the garment industry, primarily export dedicated CMT, with other
industry and trades being marginal on scale;
The formal private sector, primarily retail commerce, including tourism and services;
The informal sector, surprisingly limited in scale and distribution;
Domestic service.

Figure 33: MUA Employment by Sector Figure 34: MUA Employment, by Sector, 13+
years of Education
Source: Analysis of BOS Census 2006 and THS Household Survey 2009 Data

The Consultant‟s analysis of the scale and distribution of economic activity in the City, is
based on GIS buildings data; analysis of the 2005 Orthophoto; mapping of new
construction in the CBD, Northern and Thetsane Industrial Zones; field survey of the
CBD, Northern and Thetsane Industrial Zones; Census 2006 and Labour Force 2008 data;
and THS Household Survey 2009 data.

This analysis is essential both for the understanding of development trends in the City
and for Transportation Modelling.
2
The analysis indicates that there are approximately 1.0 million m of industrial and
commercial gross built space in Maseru. Some 55% serve industry, trades, utilities and
logistical functions whilst the balance is divided between offices, public and private
sectors, commerce and public services, in descending order.
The primary employment nodes in the City are:

MUP&T Draft Final Report [78] October 2010

 2
The CBD, including the markets, with approximately 400,000 m gross built space and over
25,000 workers, including informal traders and day labourers;
2
Northern (Station) Industrial Zone with approximately 250,000 m gross built space and
upward of 8,000 workers;
2
Thetsane Industrial Zone with approximately 300,000 m gross built space and 10-12,000
workers.

Up to 10,000 workers are estimated to work in the City Frame, west (offices and
institutions) and east (education, trades including vehicle maintenance, commerce) of the
CBD. There are also small industrial zones at the Lakeside Junction and on the northern
(37)
fringe of the City employing approximately 1-2,000 workers.
The balance of the employed population is dispersed around the City in services
(primarily education), formal and informal commerce, domestic service, construction,
transportation and utilities. Fewer than 1,000 are actively employed in agriculture.

The present focus for economic development has now shifted to the Millennium Park,
presently in its initial stages of development with the Phillips factory under
(38)
construction .

7.5 The Property Market

The Real Estate market is very limited with only select locations retaining any land value
of significance (CBD, Industrial Zones, Kingsway Strip, New Europa, Maseru West and
similar suburbs) and this only in relative terms. Indeed, the updated property valuation
roll prepared for MCC does not contain a single developed and built plot in which land
value exceeds the value of the construction itself.
The limited Real Estate market reflects:
The supply of available cheap land in and around the City given the absence of alternative
use (extremely low, if not negative, returns on agriculture);
The low level of infrastructure and development in the City, particularly beyond the Centre;
The limits of economic opportunity the local economy offers since land values reflect the
potential value of economic activity at any given location;
Limited demand for preferential commercial location given purchasing power constraints;
Limited demand for preferential residential location given both purchasing power constraints
and limited access to financing facilities.

A significant Industrial Zone is planned, some infrastructure is in place anda few factories have been
established in the New Northern Industrial Zone.
Approximately 10,000 m2 planned with some 5,000 m2 presently under construction.
MUP&T Draft Final Report [79] October 2010
The standards of construction and maintenance, of both residential and commercial built
stock, in the various suburbs and villages clearly reflect income disparities.

These constraints both reflect and impact economic development in the City. They are of
major significance to large segments of society and particularly the emergent middle
class. Residential property is generally the primary mechanism for wealth accumulation
for both the working and the middle classes, throughout the globe.

In the absence of an efficient property market, reflecting efficient infrastructural

development and economic development the population of the City, and the emergent
Middle Class in particular, is deprived of:
The opportunity to accumulate wealth;
Access to Finance (mortgages);
Spatial mobility (impacting access to amenities and services);
and more.

Low property values, deriving from low land values, also deprive the public coffers of
significant potential income, further constraining the development of infrastructure and
services.

Parastatals (LNDC, LHLDC, etc.) serve as the major property developers in the City.
Reports and specific developments (e.g. the new Mall, select residential developments,
multi-story parking initiatives, etc.) indicate private sector entry into the market on a
relatively significant scale. This may well reflect the economic growth enjoyed over the
past decade and expectations for future development.

MUP&T Draft Final Report [80] October 2010

8. Services, Infrastructure and Environment

8.1 Education
Education is the driving force behind Lesotho's current development and has a major
impact on the development of the City.

Available data (BOS, Statistical Yearbook 2008) indicates an effective revolution over
the past decade in education starting with primary school enrolment, particularly amongst
males (see Figure 35 below). This trend has extended into secondary school enrolments
and its impacts are starting to be seen in tertiary education too although the absolute
numbers in higher education remain very low. Of equal significance, the number of
teachers has grow faster than enrolments (albeit largely unqualified teachers) and hence
pupil/teacher ratios are dropping rapidly.

The impacts of this revolution in education are expected to be far-reaching both socially
and economically. The impacts on the demand for services will be very significant.

Figure 35: Enrolment in Primary Education by Sex

(Source: BOS, Statistical Yearbook 2008).

Maseru, with Roma, clearly serves as the locus of the education system in Lesotho with
the vast majority of tertiary education concentrated in the City.

Over 160 educational institutions including 13 higher education facilities (apart from the
NUL campus located in Roma) are located in the MUA. These institutions, pre-schools,
primary and secondary schools, include government, ecumenical and private educational
facilities located throughout the city with most secondary, ecumenical and private,
facilities concentrated in the centre, the old “Colonial Reserve”.

MUP&T Draft Final Report [81] October 2010

Reports extensively point out that one of Maseru's major issues relates to education and
the access to education. Indeed it appears that major significance is placed on education
by most sectors of society and particularly the emergent middle class. Since there is
reportedly no clear enrolment policy directing pupils to schools by area and location and
there are reportedly major differences in the standards and in academic achievement
between the different schools, parents reportedly battle to enrol their children in select
schools, primarily the ecumenical and private schools. This places a major financial
burden on the families and is reportedly a primary reason for debt amongst wage and
salary earners.

In Maseru Primary Education cohort enrolment exceeds 80%, perhaps even 90%, with
schools widely distributed, as evidenced in Maps 21-22 below. Despite poor walking
conditions 59% of the population enjoy easy walking access to a school (radius of 800m
for primary pupils) and 19% retaining reasonable access (800-1,200m). See Table 6
below.

In contrast, Secondary Education has distinctly lower enrollment rates, falling below 60%
for secondary school and below 30% for high school. In addition to social and economic
constrains many pupils are effectively excluded from Secondary Education as a result of
the lack of physical access to a school with 28% having to walk long distances in each
(39)
direction, inevitably in poor conditions . As such, whilst some choose and/or can
afford to travel by “taxi” to the institution of choice, many others are effectively
precluded from basic secondary education.

Whilst the obvious conclusion is that new Secondary Schools need to be located in the
more peripheral, poorer areas of the City, it must be noted that the introduction of
cycling, specifically for access for secondary school pupils to schools, extra-mural and
(40)
recreational opportunities can serve to provide almost complete coverage in the City .
Pre-school education is clearly a luxury, enjoyed almost exclusively by the Middle Class
and the wealthy. Generally private, the distribution of pre-schools clearly reflects socio-
economic groupings and their spatial distribution (e.g. Thetsane West, Ha Matala,
Khubetsoana, etc.). With only 11% of the population enjoying easy pedestrian access to
facilities, even residents of the wealthier suburbs must generally transport their young to
pre-school. This limited access to pre-school education, given physical access and
affordability constraints, undermines the entire educational system in the City, as the vast
bulk of pupils enter the school system without any, let alone adequate, formal
preparation. As a result, the standard of education is effective constrained from the outset.

39
A 2 km radius, inevitably a walk exceeding 2.5 km, is the maximum a secondary school pupil can
undertake on a daily basis. Even then, the time and effort expended must inevitibly negatively impact
scholarly achievement, particularly if the same pupil does not have electric lighting available at night.
40
5-6 km cycling distances are very reasonable for youth.

MUP&T Draft Final Report [82] October 2010

 Educational Band Population within Proportion of Total
Institution Radius (m) Band (2006) Population (2006)
250 25,400 11%
Pre-School
500 75,600 34%
800 132,000 59%
Primary School
1200 176,400 78%
Secondary 1000 79,000 35%
School 2000 161,800 72%
Table 6: Pedestrian Access to Educational Institutions

Primary Schools Secondary Schools

Maseru Urban Area

Maps 21-22: MUA Distribution of, and Access to, Schools

8.2 Health Services

Maseru offers the most extensive range and highest level of health service in the country.
Nonetheless common consensus is that the services are less than adequate.

According to the EP Summary (2007), there are five hospitals in Maseru, three of them
government owned, one military, and the other private. There are a further 12 clinics
variously run by the government, the MCC, the military, Churches and the private sector.
An unknown number of private health care practices and NGO initiatives operate in
Maseru.

Surprisingly, according to the 1994/95 and 2002/3 Household Budget Survey and
Analytical Reports (Lesotho Bureau of Statistics), households are moderately satisfied
with health services in the country. Furthermore, public health services are given a higher
rating in rural areas than in urban areas. This however may well be a better

MUP&T Draft Final Report [83] October 2010

indication of expectations than of service standards. The EP indicates that services
standards (e.g. waiting times for medical treatment) are extremely low. Reports further
indicate that wealthier Maseru residents tend to travel to South Africa for all health
services, not just specialised services.

Health services, in particular, are inadequately distributed both spatially and functionally,
and are effectively available only to the well-to-do, and then frequently in South Africa.
Services are limited. There are fewer than 100 doctors in the country, mostly expatriates,
and even if most work in Maseru the numbers are only equivalent to some 20% of WHO
minimums. The number of nurses is also well below WHO minimums (approximately
half). This in a country suffering from some of the highest HIV/AIDS and TB infection
rates in the world.

Moreover the delivery system for medical services is far from adequate. Medical Aid
schemes are primarily South African based with specialist services available only in
South Africa.

Most services are concentrated in the public Queen Elizabeth Hospital in the city centre.
Most other medical facilities are private (located in newer, wealthier neighbourhoods),
sectoral (LDF) or specific (TB). Hence, most of the population is dependent on PT for
access to medical services. Yet, the chronically ill are amongst the poorest and cannot
afford PT fares. As such, many are effectively precluded not only from medical treatment
but often even from collecting free medication.

Health

Map 23: MUA Distribution of, and Access to, Medical Facilities

MUP&T Draft Final Report [84] October 2010

The location for a new hospital at Botsabello, reportedly based on the availability of open
land reserves as per the MDP, is clearly not readily accessible to the vast bulk of the
City‟s present and future populations. Indeed access to the facility will require at least
two “taxi” trips, in each direction, for the vast bulk of the population. Whilst for
emergencies, given the absence of adequate ambulance services, the cost of a “taxi” is
unavoidable, the additional cost for family and friends to visit hospital patients, will
(41)
clearly be prohibitive . Whilst this carries serious social and personal implications for
(42)
the individual, it will further negatively impact the standard of basic care .
Sadly, it is in death, the great equaliser, that the City provides the widest, most equitable
distribution of facilities. No less than 114 cemeteries are located in the City (see Map 24
below). However, this scale is well beyond the MCC‟s capacity to maintain.
Whilst less than 25% of the City‟s population resides within a 1 km radius of a medical
facility of any sort, some 90% resides within a 1 km radius of a cemetery.
Moreover, funeral parlours are widely distributed throughout the City, possibly more than
grocery stores, or even phone stalls, and are certainly more visible.

Cemeteries

Map 24: MUA Distribution of, and Access to, Cemeteries

The MDP recommended the establishment of two large cemeteries but this has yet to be
implemented.

The QE hospital is readily accessible to family members working in or transversing the City Centre.
Family and friends provide a support system for many patients, meeting several basic needs. In their
absence, over-stretched hospital staff will be required to assist with those needs too.

MUP&T Draft Final Report [85] October 2010

8.3 Infrastructure
Infrastructural coverage for both water and electricity in the City is wide whilst sewage
coverage is very limited.

The vast bulk of the population enjoys access to piped drinking water, the majority
enjoying piped water on site. Nonetheless, a quarter of the population remains dependant
on collective piped water supply and need to collect water on a regular basis. Some 8% of
the MUA population still do not have access to piped water (Census 2006). However,
water supply and quality is a major issue, with supply constraints from present sources
and the ongoing degradation and pollution of both groundwater and surface water bodies.
Supply constraints for Maseru and its surrounds should be resolved by the Metalong Dam
Project. Pollution issues, however, require urgent resolution.

The primary source of pollution of water resources derives from the lack of an adequate
sewage collection and treatment system. Barely 8% of the City‟s households are linked to
a sewage system. Half the balance have basic treatment solutions (generally VIPs) whilst
the other half use open pit latrines or no toilet whatever (Census 2006). Whilst WASA
has extensive development plans the costs are prohibitive. Given the very low densities of
development in the City and the lack of formal layouts in many places, the average cost
of providing sewage services to each plot is high, hence connection fees are high. Thus,
relatively few households can afford connection and the cost needs be shared by the few
who do connect. WASA has however instituted interest free loans for up to 5 years to
encourage connection to sewer and water supply networks. Increased densities would
reduce average and marginal costs significantly, allowing for reduced fees, making the
service more affordable and spreading the cost over a much wider customer base.
Water Sewage

Figure 36: MUA Access to Water, 2006 Figure 37: MUA Access to Sewage,
2006
Source: Analysis of BOS Census Data

MUP&T Draft Final Report [86] October 2010

Similarly, waste disposal services are highly limited in Maseru. The MCC battles to
collect a small monthly levy to finance these services and hence the service is provided
primarily in the wealthiest neighbourhoods. The MCC further faces operational
constraints and problems. Various studies have been undertaken and various community-
based initiatives have reportedly been tried. Yet, in the 2006 Census the vast bulk of the
populace reported reliance on “own refuse dump”.

Whilst wide spread abject poverty limits the scale of waste for collection, treatment and
43
disposal in the City( ), the issue demands resolution. If economic growth continues and
living standards improve the scale of waste for collection, treatment and disposal will
grow exponentially.

Moreover the existing waste disposal site constitutes a significant source of air pollution
and seepage into the water system.

Waste Disposal

Figure 38: MUA Waste Disposal Services, 2006

Source: Analysis of BOS Census Data

Electricity supply in the City is paradoxically both widespread and extremely limited.
The electric network covers most, if not all, built-up areas. The industrial areas enjoy
dual power supply options with linkages to the South African grid.

However, in 2006 barely 37% of households in the City enjoyed electric lighting. Here,
the primary issue is affordability.

It must be noted that Lesotho and Maseru retain many options for the introduction of
alternative energy sources, particularly hydro-electric, wind and solar. The issue here is
reportedly that of economic viability and finance, and is historically geo-political.

43
For household at or below subsistance level “nothing goes to waste”.
MUP&T Draft Final Report [87] October 2010
 Buildings and Household Electric Meters

Map 25: MUA Distribution of ,and Access to, Electricity

8.4 Environment
Maseru‟s Environment includes:
The Natural Environment detailed in Section 3.2 above;
Air Quality;
Water and Sewage;
Waste and Waste Disposal;
Environmental impacts of development (existing and proposed);
The Built Environment.

8.4.1 Air Quality

The EP indicates severe air pollution from vehicles, industry and households. There is
however no known air quality monitoring station in the City. Given the scale and low-
density of development, low levels of motorization, prevalent wind regime and based on-
site observation, the Consultant‟s assessment is that no serious problem or risk is evident
or projected .

MUP&T Draft Final Report [88] October 2010

8.4.2 Noise
The EP identifies significant noise pollution deriving from Public Transport (Taxis and
“4+1”s). Stakeholders and public representatives noted and some stressed noise pollution
in residential areas from shebeens. Appropriate recommendations are incorporated in the
proposed plans.

8.4.3 Built Environment

44
The poor standard of the built stock , particularly in the unplanned residential
neighbourhoods, directly impacts the quality of the environment and hence the quality of
life for the bulk of the population. This is the result of the combination of the paucity of
resources and the absence of planning direction and oversight. Resolution requires
systematic upgrading of built areas.

The extremely poor standard of public space in the City (few urban streets, absence of
sidewalks, close to no street furniture, limited public open space, poor maintenance,
limited street lighting, etc.) further degrades the built environment and is of particular
significance given the large number of pedestrians and the distance they traverse daily.
Here too the need for significant upgrading is evident.

There are no clear divisions or adequately planned barriers between residential and
industrial functions in and around the industrial zones of the City. Many households are
located in close proximity to factories and workshops and directly exposed to noise, air
and ground pollution deriving therefrom. Indeed a relatively large number of homes are
located within the industrial zones themselves, even locating in the newly developing
industrial zones. Given data constraints it is not possible to quantify the incidence but the
examples are clearly evident and policy proposals will are presented.

Conversely, the absence of appropriate functions and services in the residential areas
detracts from the quality of the built environment. Issues of mixed-use development and
compatible functions and services are addressed in proposals.

As is common in many developing countries construction of housing often occurs in close

proximity to, and even directly under, the power grid. This poses a serious health risk to
the residents, mitigated in part by the relatively low voltage of the grid. Appropriate
recommendations are presented in the proposed plans.
8.4.4 Water and Sewage
Despite significant advances, access to running water in the City remains limited. The 2006
census data indicates that only half the households in the City enjoy piped water on the
premises. Water shortage is a serious problem impacting on both the Quality of Life of

44
Whilst much of the built stock is poor, it must be noted that Maseru has largely avoided the blight
of shanty-towns and slums, with only ~ 3% of residences being shacks (metal, wood or plastic). This
is attibuted to the availibility of Malaene (sinble room line housing units).

MUP&T Draft Final Report [89] October 2010

the inhabitants of the city and on investment and economic development. Water supply
supplementation is expected through the Metolong Water Project in near future. Current
water sources are Maqalika Dam and Mohokare River which are believed to be subjected
to pollution.

There are reports of private sewage ponds that discharge into the City‟s main natural
drainage system. Specifically the potential for untreated sewage discharge into the main
drainage system in the Mejametalana catchment is of concern.

According to the 2006 census approximately 5,000 households in the Maseru Urban Area
use running sewage and another 2,000 households rely on septic tanks (Bureau of
Statistics, 2006).

The quality of discharge from sewage ponds at Industrial Area/ Ha Hoohlo into the river
system is below accepted standards. The sewage ponds are now surrounded by industries
and residential buildings. They contribute to air pollution of surrounding environment and
constitute a health hazard. Ways to reduce odour, improve on the quality of the effluent
discharge and to end direct discharge of effluent into the natural drainage system are
required.

8.4.5 Waste and Waste Disposal

Waste disposal has been a serious challenge for the City for years. Solid waste has been
disposed in open areas and burned. The current waste disposal for the City is an open
burning type within a disused dolerite quarry at Ha Ts‟osane about 5 km from the City
centre. The dump site has been a cause for concern for years because of the air pollution
generated and potential for leachate to drain into the Maqalika Dam. Alternative locations
for a waste disposal site have been investigated but no decision has been taken and no
solution is in sight.

There is also a problem of disposal of cloth remnants and “scavenging” on dumps which
is reportedly being brought under control. Two known previous waste disposal sites were
also open burning and were located within the built environment of the City where gullies
were rehabilitated.

Industrial sludge and hazardous waste require specific solutions. Presently treatment
arrangements are partial and inadequate.

Waste collection services constitute the primary challenge facing the City. Only the City
Centre, Industrial Zones and select areas are adequately serviced. Assorted programmes
have been initiated over the years, with little success. A comprehensive study was
undertaken by the LSPP but its recommendation have yet to be implemented.

Moreover, the scale of solid waste in Maseru is restricted by poverty levels, “nothing goes
to waste”. However, as the population grows and particularly as income levels rise, the
scale of solid waste is projected to rise exponentially. Hence, the need for a

MUP&T Draft Final Report [90] October 2010

comprehensive solution to both the collection and the disposal of solid waste is deemed
increasingly urgent.

8.4.6 Impacts of Construction and Infrastructural Development

Impacts of construction and infrastructural development may be both positive and
negative on the society and the environment. The objective of development projects is to
improve quality of life. Potential negative impacts need to be mitigated and the
Environmental Act 2008 provides a schedule for types of developmental projects for
which an EIA is required. Appropriate recommendations are incorporated in the proposed
plans.

8.4.7 Protection and Preservation of Historic Assets

Maseru has a number of significant historic assets including dinosaur prints, rock wall
paintings and historic buildings, some protected and preserved, others degraded. All such
assets need to be protected and preserved, and where possible made accessible to the
wider public.

MUP&T Draft Final Report [91] October 2010

9. Transportation and Movement
In this section the Consultants present their analysis of transportation and movement in
Maseru including:
Pedestrian Movement;
The Public Transport System;
Maseru‟s Road Network, Motorised Transport and Traffic Management;
A summary and conclusions are presented in Section 9.5;

9.1 Pedestrian Movement in Maseru

Maseru is characterised by the prevalence of pedestrians. This is mainly a result of the
very poor public transport system that forces users to walk to distant boarding stops, or to
walk directly to their final destinations - due to the relative expense of the PT system
together the absolute level of poverty of large segments of the population. Walking
conditions are far from adequate despite the large number of pedestrians. The lack of
basic, let alone dedicated and protected, sidewalks as well as the lack of protected
crossings makes walking in Maseru a dangerous, sometimes perilous, activity.

As detailed in MUP&T Reports and Working Papers, Table 7 below indicates the modal
split of movement in Maseru and the differences between the socio-economic groups.

Socio-Economic Group % Pedestrian % PT trips % Car trips % Other

Subsistence or Below 53% 40% 3% 3%
Low 42% 40% 14% 5%
Medium-High 18% 23% 48% 10%
Total Population 46% 40% 10% 4%

Table 7: MUA Modal Split by Socio-Economic Group

The dominance of pedestrian movement, specifically amongst the poorer sectors of

society, the vast majority of the City‟s population, is consistent with the modal split
found in many poorer cities, particularly in sub-Saharan Africa.

There is little or no pedestrian dedicated infrastructure in Maseru. Roads are not designed
to adequately accommodate pedestrians, with few paved walkways. There are 132 km
sidewalks in the City, two-thirds of them paved. Most are concentrated in the City
Centre, and are often non-contiguous (see Map 26 below). They are generally inadequate
in scale, poorly maintained and often overgrown. Moreover, intersections are poorly
designed for pedestrians.

Hence, pedestrians frequently dominate the road reserve, placing the pedestrian at risk
and hindering traffic flow.

MUP&T Draft Final Report [92] October 2010

 Comparative Modal Split

Figure 39: Comparative Modal Split in Selected African Cities

Map 26: MUA Sidewalks

MUP&T Draft Final Report [93] October 2010

Figures 40-41: Examples of Pedestrian Activity in Maseru, 2009

Given the extent of sprawl of the City and the relative location of residential areas vis-à-
vis the primary centres of employment, service and opportunity, the level of dependence
on pedestrian movement carries significant negative impacts, including:
Workers who walk to work and secondary school pupils who walk to distant schools
begin their day one hour earlier (see Figure 30) and end their day one hour later than
those who utilise motorised transport, with detrimental spin-offs on their productivity
or scholastic achievement;
The poorest sectors of society are effectively deprived access to many employment
opportunities, essential services and certainly to amenities, barely performing the
basic home-work-home daily round trip;
Extremely high frequency of pedestrian related road accidents, casualties and fatalities;
and more.

Represents a difference of 53 min. on average

Figure 42: Start Time to Work / Education, by Mode of Travel (Pedestrian/Motorized)

MUP&T Draft Final Report [94] October 2010

9.2 The Public Transport System
9.2. 1 Public Transport Services
Maseru is a city of honking, scrambling taxis with no integrated public transport network.
Public transport in Maseru is provided by:
Taxis – 15 seaters;
"4+1" cars;
Standard buses (Lesotho Freight and Bus Company);
Other Buses (Miscellaneous operators).

Figure 43: Maseru Example of “4+1”, 2009

“Taxis” are the dominant form of transport for the vast bulk of passengers utilising
motorised transportation in Maseru, as indicated in Figure 44 and as detailed in MUP&T
reports and working papers.

2%

19%

6%

74%

Private 4+1 Taxi Other Motorised

Figure 44: Maseru Passenger Share by Type of Vehicle, AM Peak Hour, 2009

MUP&T Draft Final Report [95] October 2010

 (45)
Given the routing and structuring of the “taxi” service approximately half of all “taxi”
passengers must utilise 2 services, on the return homeward bound PM trip. With no
common ticketing system necessary transfers become prohibitively expensive for many
users and they are often forced to walk long distances to the “ranks”.

Reorganisation of PT routes and appropriate structuring providing boarding at or adjacent

to major attractors, and employment nodes in particular, could save up to half PT
passengers approximately one third of their daily transit costs. Such savings would
contribute significantly to household budgets, releasing an additional 5-7% for either
essential food consumption or discretionary expenditure. With multiplier effects such
savings may spur economic growth in the City by 7-10%.

In addition, network supply and vehicle typology do not match demand. As a result,
given the current routing structure, there is a severe PM peak capacity shortfall, resulting
in very long lines at the ranks, as indicated in Figure 35 and as detailed in Appendices 3
and 4.

Figure 45: Maseru Example of “Taxi” Queue, 2009

In addition PT passengers have to walk home after alighting, on average some 12.5
minutes but in many cases, particularly in the peri-urban and rural areas, much further. In
all, the average PT passenger, like his/her pedestrian counterpart (i.e. the average worker
or student) faces a exhausting ordeal to get home on a daily basis. And this carries with it
negative impacts on home and family life.

As such, reorganisation of the PT system to provide a more appropriate and efficient

service could and should significantly reduce travel times, particularly on the homeward
leg, with significant positive social and familial impacts.

45
For example, the absence of defined stops by the main attractors.
MUP&T Draft Final Report [96] October 2010
Moreover it must be noted that the reorganisation and rerouting of PT services, particularly the
provision of direct services between employment nodes and residential areas, would in itself
serve to redistribute demand patterns and relocate lower order commercial services to the
residential areas. The introduction of direct PT services would significantly reduce pedestrian
traffic in and around the ranks and effectively shift demand, specifically for food shopping, to
the residential areas. In response food retailers, both formal and informal, would begin
relocating to alighting stops in the residential areas.

Figure 46: Maseru Average Waiting Time at Ranks, PM Peak Hour, 2009

9.2. 2 Public Transport Fare Structure

As indicated in Figure 47 below and as detailed in the MUP&T Inception Report, PT
fares in Maseru are comparatively very high. Indeed they are prohibitively high.

Figure 47: Comparative PT Fares

MUP&T Draft Final Report [97] October 2010

Analysis of the Travel Habit Survey indicates the average monthly household transit
expenditure at approximately 500LSL, or approximately 20LSL a day. The median
transit expenditure per household is reported at 400LSL a month, or 16LSL a day.

The Consultant estimates that on average 20% of household income is dedicated to public
transportation expenditure. However, this average is not representative of the different
segments of society. The employed poor spend over 25% of HH consumption
expenditure on PT with many, particularly minimum wage earners, spending around
30%. The Middle Class and wealthy obviously spend less than the average on PT, as do
the unemployed. Indeed, PT is unaffordable, although often unavoidable, for the poorest
sectors.

By international standards this level of expenditure, resulting from a combination of an

inefficient PT system and long travel distances arising from urban sprawl, is simply
unsustainable. Indeed it constitutes an intolerable burden on the City‟s population.

As such, the poor, the bulk of the population trade off, on a daily basis, PT expenditure,
food and long pedestrian hikes. Indeed, as is evidenced by Figure 37 below, the bulk of
the population barely undertake the home-work-home round trip, by all modes, on a daily
basis and the poorest not even that. Indeed, the very poorest are often unable to finance
trips to seek employment or casual work.

Figure 48: Maseru Daily Trip Generation by Income Level

MUP&T Draft Final Report [98] October 2010

9.3 The Road Network
The City‟s road network is based on national main roads developed and maintained by
the MoPW&T. These roads, a relatively small proportion of all roads in the City, are
paved, generally of reasonable to high standard and generally well maintained. The
balance of roads in the City is the responsibility of the MCC. Beyond the Colonial
Reserve, they are generally unpaved, of low to poor standard and poorly maintained, if at
all.

The City‟s road system has been

surveyed and analysed by the
Consultant. For details MUP&T
Interim Report 2.

In total, there are approximately

1,000 km roads in the City, 80%
unpaved. The Road network
design is based on rural
standards which are
inappropriate to the urban
environment. There are few
urban streets and effectively no
(46)
inner-city boulevards .
Map 27: MUA Paved and Unpaved Roads

Map 28: MUA Number of Lanes Map 29: MUA Median Separation

46
Airport Road, between the airport and LAC retains boulevard elements in a non-residential open area.
MUP&T Draft Final Report [99] October 2010
Only 4 km are designated “one way” despite restricted rights of way in various areas. This
indicates both limited traffic pressures in residential areas and the absence of traffic
management in much of the City‟s residential areas.

Only some 20km of road are separated. This again indicates both limited traffic pressures and
limited traffic management.

Less than 10% of the roads in the City have drainage. In the CBD specific areas suffer periodic
overflows and flooding as indicated in the MUP&T Inception Report.

Map 30: MUA Road Drainage

Only a limited portion of the roads have street lighting. Moreover, very little lighting is in place
to ensure safety and security in the residential areas.

Map 31: MUA Street Lighting

MUP&T Draft Final Report [100] October 2010
9.4 Motorised Transport and Traffic Management
In the absence of up-to-date vehicle registration data the Consultant estimates
(47)
approximately 16-17,000 private vehicles are on the road in Maseru . This indicate a
very low motorisation rate of 60-70 vehicles per 1,000 population.

Vehicle ownership and availability are the preserve of the well-to-do with the poorer
sections of society having very limited access to private motor vehicles. The very poor, at
or below subsistence, obviously have none whatever.

Motorisation rates are expected to rise rapidly with economic growth and the growth of
the middle class. Hence, the number of vehicles in the City is expected to grow at a more
rapid pace than population growth. The scale of vehicles in the City over the medium and
long term will be analysed and presented with the Consultants‟ transportation model.

Households with vehicles tend to use them frequently and for varied purposes. In addition
to the amenity of private vehicle usage and a reported status consideration, the low LOS
of PT serves as a significant justification for this behavioural pattern.

Whilst car trips account for only 15% of all trips in the City, private cars account for
between 50%-60% of all traffic volume but a far smaller proportion of passengers given
low ridership. For details see Appendix 3.

Along most roads and streets in Maseru, the available road capacity is distinctly higher
than the demand, resulting in relatively high car speeds.

Travel speeds in the City were surveyed and analysed by the Consultant and are
presented in Maps 27-30 below.

Average driving speed is estimated at 29 km/hr for AM peak hours and 26 km/hr for PM
peak hours. In comparison to other similar cities in the world this is a relatively high
average speed. In the MUA there are a few locations in which traffic slows down
significantly. Points of congestion, their severity and their causes are detailed in appendix
3.

Based on the Consultant‟s analysis and observation, the central factors affecting the
intersections' capacities are as follows:
Lack of approach lanes.
Lack of free left turn lanes.
Poor or outdated signal programs.
Unregulated parking in the city centre.

The Consultant further surveyed and analysed on-street and off-street parking in the city
centre. Findings and implications are detailed in Interim Report 1.
47
Estimates based on extrapolated historic data and import statistics, cross-referenced with Census and
THS survey data and compensation for South African registered vehicles. Figures include privately
owned and employer provided vehicles.

MUP&T Draft Final Report [101] October 2010

Map 32: GPS Analysis, AM Peak Hours Speeds, Zoom Out

Map 33: GPS Analysis, AM Peak Hour Speed, Zoom In

MUP&T Draft Final Report [102] October 2010

Map 34: GPS Analysis, PM Peak Hours Speed, Zoom Out

Map 35: GPS Analysis, PM Peak Hours Speed , Zoom In

MUP&T Draft Final Report [103] October 2010

9.5 Summary and Implications
Focus should be placed on improving the safety, convenience and speed of pedestrian trips,
given that this is the prime mode of movement in the City.
Since pedestrian routes develop in response to the urban structure, future land use
development should focus upon the need to limit distances and shortening pedestrian
trips by: concentrating future development in inner-city land reserves; increasing
densities; locating services and selected functions in or in proximity to residential
concentrations and by developing pedestrian “short-cuts”.
The current PT level-of-service is very low and current fares are relatively high.
The current PT system negatively impacts the economic growth of the city, as Maseru
residents are required to invest significant parts of their income and free time to
travel rather than on more productive activities.
Effective reorganization of PT in Maseru would contribute significantly to economic growth in
the City, whilst improving the standard of living for many.
There is significant leverage for the introduction of improvements in the network structure and
PT operations.
Effective reorganization of PT in Maseru would in itself serve to redistribute demand patterns
and relocate lower order services to the residential areas.
The current fare structure in Maseru makes PT unaffordable to many residents, who are, in turn,
forced to walk, often for lengthily periods.
The current share of PT vehicles in total traffic volume is 40%-50%. When considering
the PCU (Passengers Cars Unit) equivalent this share is even higher. Reducing the
number of PT vehicles on the road (with higher capacity buses and an integrated PT
network) would reduce traffic volumes and congestion could be minimized or
eliminated, at least in the short term.
The current level of little to no congestion, and the low PT LOS makes the privately owned car a
preferred alternative, assuming the resources for this are available.
There are no major problems associated with vehicular traffic, except for a few
bottlenecks, especially around the ranks, the markets and near major intersections.
Most of these bottlenecks can be resolved with appropriate traffic management
measures.
Traffic speed needs to be reduced and road behaviour modified at major pedestrian areas, such as
schools and crossings.
It is recommended that on-street parking regulations be introduced in the city centre, to improve
parking in the CBD.

MUP&T Draft Final Report [104] October 2010

10. Primary Development Trends
Maseru is developing at a rapid pace and is expected to continue developing at a rapid,
albeit slightly reduced, rate as urbanisation peaks and the rural population thins out.

Moreover, as indicated in Sections 4.4 and 7.2 above, Maseru‟s continued development
is key to national development and needs be supported and directed.

10.1 Demographic Growth

Since its establishment Maseru has grown at a faster pace than the population of Lesotho.
Its growth has not been consistent and the City has known periods of accelerated and
more limited growth as indicated in Table 8 below.

1966-1976 1976-1986 1986-1996 1996-2006

Lesotho 2.3% 2.8% 1.5% 0.1%
Maseru 6.6% 4.2% 3.5% 5.2%

Table 8: Lesotho and Maseru Urban Area De Jure Population Growth

Source: BOS, Statistical Yearbook 2008, 1996 Census, 2006 Census
The Consultant projects that Maseru's population will, without intervention, increase by:
Approximately 60% in the coming decade,
Double in 20 years.

Population Growth
MCC, All Urban, Rural
1,500

MCC
1,000 Population
000'

Total Urban
s

Population
Populati

500
on

Rural
Population

0
2006 2010 2015 2020 2025 2030

Figure 49: Projected Population Growth 2006-2030

For details see Interim Report 1.

MUP&T Draft Final Report [105] October 2010

10.2. The Education Revolution
Maseru and Lesotho as a whole have undergone an effective revolution in education over
the past decade. This process is ongoing and should continue for at least a generation.
This transformation of the Educational System is evidenced in the:
Rapid increase, particularly amongst boys, in Primary School enrolment;
The increase in Secondary School enrolments, as the effects of increased primary school
enrolment filters through;
Systematic and significant reduction in Pupil-Teacher ratios and hence in class sizes;
Rapid increase in Tertiary Educational enrolments, particularly in University.

Table 9: Post-Secondary Education – Enrolment Rates and Number of Teachers

Source: BOS, Statistical Yearbook 2008

The social and economic impacts of this transformation are already significant. Initial and
expected impacts include:
The growth of the Education Sector in employment and in demand for land and construction;
Significant, rapid socio-economic upward mobility;
Expectations and employment requirements of school graduates, students and young academic
graduates;
Expectations filtering through to the youth and even the young, in addition to parental
expectations;
Changes in demand patterns, particularly for technology and for entertainment and recreational
opportunities, which if unmet may well lead to undesirable alternatives;
Study related travel demand;
and much more.

Of particular note is the potential for Tertiary Education to:

Drive the growth of the middle class in Maseru;
Accelerate economic growth;

MUP&T Draft Final Report [106] October 2010

Contribute significantly to the qualitative development of the City, given the lifestyle and
expectations of both students and young graduates.

This, however, is dependent upon the availability of appropriate employment

opportunities for young graduates in particular. In its absence growth of Tertiary
Education will simply drive selective out-migration.

Tertiary Education in Lesotho is concentrated in and around Maseru, with the NUL in
Maseru and in Roma, and other higher education institutions growing rapidly. Indeed a
second University is planned.

The Consultant considers the development of a second University, particularly one

oriented to the sciences and technology, to constitute a “once in a lifetime” opportunity to
enhance and boost the City‟s development. It is essential that this institution be located in
the City, specifically in, or adjacent to, the City Centre.

10.3. Economic Growth

10.3.1 Rapid Growth

The development of Maseru is key to the development of Lesotho. This holds true in
many fields, but none more so than in the field of economic development. Maseru has
over the years, and in particularly over the past decade, undergone rapid economic
growth fuelled by and reflected in:
Rapid industrialisation, specifically the garment industry;
Growth and expansion of government administration and public services;
Growth of the service sector, based primarily on public sector demand;
Growth and upgrading of business and commerce, particularly retail trade;
Rapid in-migration;
The shift in consumption patterns, primarily amongst the Middle Class but also, in part, in
low income households enjoying stable employment;
and more.

As is evident in Figure 50 and Maps 36-38 below, the primary employment nodes in the
City continue to grow. Over the past decade growth and construction have concentrated
largely in the Thetsane Industrial Zone, which no longer retains significant land reserves.

Hence, industrial growth and development is expected to concentrate primarily in the

Millennium Park and partially in the New Northern Industrial Zone (Khubetsoana North).

MUP&T Draft Final Report [107] October 2010

 Maseru - Industrial & Commercial Built Space

2
Figure 50: MUA Industrial and Commercial Built Space (m )
Source: Analysis of GIS Buildings Data, Orthophoto 2005 and Field Survey Data.

Map 36: New Construction in the CBD (2000-2009)

Source: Analysis of GIS, Orthophoto and Field Survey Data.

Map 37: New Construction in the Northern (Station) Industrial Zone (2000-2009)
Source: Analysis of GIS, Orthophoto and Field Survey Data.

MUP&T Draft Final Report [108] October 2010

Map 38: New Construction in the Thetsane Industrial Zone (2000-2009)
Source: Analysis of GIS, Orthophoto and Field Survey Data.

Growth has been primarily labour-oriented with most new construction and most new
employment opportunities created for young unskilled female migrants from the rural
hinterland in the textile industry, specifically CMT factories.

The growth of the garment industry in Maseru has been achieved with systematic
intervention and extensive subsidy of land, infrastructural development and construction.
It has served, inter alia, to:
Significantly improve National Accounts and provide the country with enhanced financial
stability and ratings, effectively based on the export of unskilled labour;
Provide basic, minimum wage employment for upward of 20,000 workers in Maseru (and more
than double that number nationally);
Relieve pressure on the Rural Hinterland;
Create wealth for a limited number of land owners and developers of Malaene.

This has, however, been at the price of the creation of concentrations of dire poverty and
the exacerbation of the demographic imbalance in the City.

It is essential that the future economic development of Maseru be diversified and

balanced to:
Achieve a modicum of balance in the City‟s demographic structure;
Retain the educated young, particularly academics, and stop the “brain drain”;
Expand and consolidate the Middle Class;
Create opportunity and access to higher income employment for large sections of the
population, and the next generation in particular;
Harness the potential inherent in the Education Revolution detailed above;
Allow Maseru to create and utilise relative advantage, allowing it to compete
successfully in the Regional Space Economy.

MUP&T Draft Final Report [109] October 2010

10.3.2 Maseru’s Competitive Profile
The Consultant has compiled a competitive profile for Maseru. The City‟s
identified competitive advantages are primarily:
Cheap and reliable labour;
Better educated work force;
Natural assets;
Advantageous trade status for the textile industry;
Cheap subsidised facilities;
Natural resources in the hinterland (water, fertile lands, sandstone, clay, gemstones);
University & other higher education institutions;
Reasonable supply of electricity;
Access to South African markets;
Safety (except road safety);
Low crime (except pilferage);
Limited local competition;
Potential donor funding.

The City‟s identified competitive disadvantages are primarily:

Peripheral location;
Small local market lacking thresholds;
Limited business and professional support capacities;
Very limited access to finance;
Slow, inefficient bureaucratic systems (with reported corruption);
Inefficient transport system;
Constraints on access to land;
Miniscule entrepreneurial class with very limited successful experience.

Figure 51: Constraints on Investment in Lesotho

MUP&T Draft Final Report [110] October 2010

10.3.3 Potential for Future Economic Development
The Consultant has identified a number of sectors which require further investigation, in
the framework of a comprehensive LED for Maseru. These include:
10.3.3.1 Commercial Agriculture

The potential for commercial agriculture around Maseru, and indeed in the Lowlands as a
whole, is clearly evident from simply glancing over the border and comparing cultivation
practices and yields between the two sides of the river. The constraints are clearly
structural and organisational and do not derive from any significant difference in natural
conditions.
The development of commercial agriculture on the urban edge of the City is essential to:
Creating economic demand for land and significantly increasing land values on the City‟s
fringes, constraining sprawl and protecting the countryside;
Creating demand for unskilled male labour;
Improving food security and diet by providing fresh produce at reduced prices, given the
significant transportation costs of agricultural products.

Moreover, the Consultant has been advised that irrigated Commercial Farming, based on
the Metalong Project, is feasible from a supply point at least for a generation, until urban
demand approaches supply capacity constraints. The economic and technical feasibility
of this has to be investigated.
Specific sub-sectors bearing investigation include:
The Canning Industry (with known successful past history);
The Poultry Sector (with known successful past history);
The Orchid Industry (with limited irrigation requirements; documented relative advantage for
cherries, peaches & apples); and Viticulture;
The Dairy Industry (with documented past history);
Boutique private farms integrating farming with tourism and recreation in specific strategic
locations.

10.3.3.2 Tourism and Recreation

The tourism industry in Maseru has known an apartheid-era boom and post-apartheid
bust. There are many examples of unsuccessful projects (e.g. the Lakeside project) and
past glory (e.g. deserted lodges in the foothills and mountains). The tourism sector today
relies primarily on public sector oriented business clientele and on catering, supporting a
mere handful of hotels and guest-houses. Even gambling has suffered serious decline
following the legalisation of gambling in South Africa.
Whilst the tourism potential of the City is readily evident to all visitors, the appropriate
“formula” and business plan remains frustratingly allusive to investors and policy-makers
alike.

MUP&T Draft Final Report [111] October 2010

The Consultant‟s conclusion is that the marketing of Maseru as a mass tourist destination
in an extremely competitive market is highly unlikely, at least for a generation. As such,
priority should be given to the development of “niche” markets and to recreation and
entertainment.
Potential “niche” markets which may deserve investigation include:
Historic and cultural tourism (dinosaurs, cave paintings, ethno-cultural). Whilst
international markets are limited and distant and the South African market is not
large, the primary market here is the Basotho diaspora which retains cultural and
family links to Lesotho, segments of which may well be induced to holiday in and
around Maseru, subject to appropriate conditions;
Outdoor, adventure and extreme tourism; primarily oriented to the South African market
and segments of the international market. This is a very competitive potential niche;
but Lesotho can compete here as evidenced by the Roof of Africa Rally;
Recreational tourism, based primarily on the development of the Metalong Dam as the
Hartebeespoort Dam of Maseru and the Free State; catering to summer weekend and
holiday tourism; providing water sports, abseiling, fishing, horse-riding, camping,
private lakeside lodges and tourist accommodation.

Whilst tourism development carries evident advantages (employment, land value,

commercial off-spins, etc.), the development of recreation is essential to the development
of the City, as well as a precondition for the promotion of tourism. Priority therefore
needs be given to:
CBD based urban recreation for locals and tourists, enabling and encouraging
restaurants, tea & coffee shops, pubs, clubs, movie theatres, and associated
commerce, not least by the loosening of administrative constraints on recreation and
commerce in the non-residential sections of the city centre;
Inner-city lakefront recreation for locals and tourists - hotel, spa, restaurants, tea &
coffee shops, sports and recreation facilities, water sports, fishing, etc.; and
concomitantly;
Imposition of constraints on the operation of “shebeens” in residential neighbourhoods.
10.3.3.3 Upstream Value-added Manufacturing

Manufacturing in Maseru today is, as indicated, oriented to unskilled labour. Skill and
knowledge transfer is extremely limited. However, the labour force is relatively educated
and education levels are rising. Hence, the future development of manufacturing and
industry in the City needs to be systematically directed to skilled labour and hence to
value-added manufacturing, providing more appropriate, higher paid, better trained and
better paid employment and laying the base for local initiative.
Possible directions for investigation and consideration include upgrading from:

MUP&T Draft Final Report [112] October 2010

Textile mass CMT to specialized “tailored” short-run CMT and printing, to fashion and possibly
in the long-term to designer products for the African market;
Leather to leather goods and garments and further to fashion;
Gemstone mining to cutting, to artefacts and ornamentation, and further to art and jewellery;
Sandstone quarrying to specialized cutting, to artefacts and ornamentation, and further to art;
Traditional agriculture to commercial agriculture to processing and further to boutique
specialization.

In addition the potential for “Green Energy” (solar, wind and hydroelectric) providing
relative advantage and possibly enjoying carbon credit financing should be investigated.

10.3.3.4 Service Industries

There is both clear potential and urgency for the development of the service sector,
primarily oriented to the local middle class and progressively targeting wider SA
markets, to provide services and employment opportunities including:
Technical services (e.g. vehicle maintenance) presently supplied in or from South Africa;
Professional services (e.g. systems maintenance, advertising, medical, travel, business services,
etc.) presently supplied in or from South Africa;
Higher order recreation and personal services (e.g. cuisine, boutique food and beverage, fashion,
specialized cosmetic treatments, fitness and sports, etc.);
Business services (e.g. telemarketing, web-site development, etc.);
Specialized services (e.g. financial services, national theatre, television, etc.);

10.4. Accelerated Sprawl

As has been detailed in Sections 3.1 and 5.3 above, and in Interim Report 1, the City of
Maseru has been sprawling outward for a half century and more. This sprawl has
adversely impacted the City per se and its population, particularly the poor. Indeed the
density of development in the City has declined over the past generation and sprawl is
ongoing.

Map 39 below indicates the rate and extent of development and sprawl between 2000 and
2005. The rate is rapid, particularly on the City‟s fringes and around the Thetsane
Industrial Zone, in both planned and unplanned development, and the expanse very wide,
in both the north and the south of the City.

MUP&T Draft Final Report [113] October 2010

Map 39: MUA Average Annual Rate of Growth by EA (2000-2005)
Source: Analysis of Orthophoto 2005 and
GIS Buildings Data.

The pattern of sprawl is not limited

to residential areas or even to peri-
urban “villages” in the MUA, but
includes ongoing intrusion into
virgin lands, even extending beyond
MCC boundaries and in areas
planned for industrial development.
Map 40 below indicates areas
undergoing rapid intrusion.

There is an urgent need to curtail

sprawl, and particularly intrusion into
virgin lands, in order to protect land
reserves and to allow for the
densification and upgrading of low
density residential areas.

Map 40: Maseru Residential Incursion into Non-Residential Areas (2000-2005)

MUP&T Draft Final Report [114] October 2010

10.5 The City in Transition

Figures 52-53: Examples of the Juxtaposition

of Traditional & Modern

Maseru is undergoing rapid transition from the traditional to the modern, accompanied by
and expressed in:
Changes in traditional social norms and
structures;
Changes in employment and economic
activity;
Changes in the demand for, standards and
distribution of services and utilities;
Migration;
The emergent Middle Class;
Revolution in education over the past decade.
and more.

Given the rapid rate of change, special

attention needs be given to the developing
“generation divide” between:
The parental generation of rural extraction,
generally with lower levels of
education, limited technological
awareness and capacity, and with
entrenched traditional identity and
values; and
The “urban” younger generation,
generally better educated, with
technological awareness and capacity,
increasingly exposed to post-Apartheid South Africa and the wider world, and
searching for a modern, urban identity and appropriate “new” values.

The future development of Maseru will be determined by the navigation of this divide
and the management of this transition, through the timeous provision of appropriate
opportunities and services to ensure the healthy development of the next generation. This
requires that the fundamental structural challenges facing the City be tackled timeously,
efficiently and wisely.

The key lies primarily in the fields of education and employment. Analysis of the THS
Household Survey data indicates that upward social mobility in Maseru, as in most other
cities and societies, lies primarily in education and employment. Indeed the two are
clearly inter-related world-wide, as is widely documented.

MUP&T Draft Final Report [115] October 2010

In addition, coupling and/or sharing of households and related expenditure serve to allow
the poor to rise above basic subsistence levels, subject to both partners being employed.

Conversely, unemployment, particularly when combined with chronic illness of a bread-

winner, drives rapid downward mobility, pushing middle class families into poverty and
the poor below minimum subsistence levels. Similarly, loss of spouse often drives
households into poverty or below subsistence, subject to the number of dependants and
the surviving Head of Households‟ employment status.
 High

Education Medium
Employment
Unemployment
Chronic Illness
Loss of Spouse
Low
Employment
Education
Unemployment
Coupling/Sharing Chronic Illness
Subsistence Loss of Spouse or
extra dependents
Figure 54: Socio-Economic Mobility

Access to education and employment is therefore paramount - both physical access

(location, movement and transport) and functional access (economic, social and cultural).

Past generations of Basotho successfully weathered the transition from a patriarchal

pastoral society to village life and a hierarchical monarchy under challenging
circumstances. The present generation is now charged with charting the course for
transition to a modern urban society. A nation that overcame the challenges of “Nation
Building”, can and must find the will and capacity for “City and Community
Building”.

MUP&T Draft Final Report [116] October 2010

10.6 The City in Crisis
Whilst the Social Structure of the City has proved extremely resilient, the Family
Structure has been dealt a “double punch” by the combination of migration patterns and
HIV/AIDS, an effective “body blow” that will demand, at the very least, one generation
for resolution and abatement.

The Consultant conducted an in-depth survey of the subject in the framework of the THS
Household Survey, including specific questions to enable the mapping of Household
Structures. Analysis of the survey data indicates:
The classic Nuclear Family accounts for less than one quarter of households, less than half
general norms.
Extended Families account for an additional 14%, however as opposed to general norms,
very few of these are multi-generational (i.e. with a resident grandparent) but rather
involve families taking in other related children.
Single parent households, generally headed by women, account for over one-third of the
households in the City, and many of them are extended households.
Single Adult households account for 18% of the households and 10% of them are extended
households with single adults bringing up children other than their own.
Whilst in half the single parent households the absence of a spouse is reported as a result of the
spouse passing on, in 22% no spouse was reported at all.
Approximately 15% of all children in the City are being brought up only by an adult
other than their own parent (generally a family member) and over one quarter are
being brought up by a single parent.

Household Status Reason for Absence of Spouse

Source: Analysis of HH Survey 2009

Figure 55: MUA Household Status Figure 56: Reasons for Absence of Spouse
Source: Analysis of THS Household Survey 2009 Data (n=520 households)

MUP&T Draft Final Report [117] October 2010

The wide scale disintegration of the nuclear and traditional family structure must be
viewed with great concern, both for the impacts on the individual family members (be
they the children, the single parent or the care-giver) and on society at large. Specific
concern must be placed on the over one-third of children in the City growing up without a
resident biological father (a quarter of them orphaned of both parents), the one-quarter of
children without any resident father-figure (be it step-father, uncle or grandfather) and the
5% of all children having no father figure whatever (not even a name or photograph to
identify with). The absence of a reliable father figure is generally very detrimental, both
psychologically and socially. On such a large scale this may well sow the seeds for future
social dissonance.

Moreover, the majority of the young female migrants to Maseru over the past decade are
still below the age of 30. However, over the coming decade and in the absence of
potential spouses, many may well choose to have children whilst still of child-bearing
age. And this further compounds the challenges and pressures arising from the transition
from a traditional society to a modern society.

In short, the City of Maseru may well enter crisis unless urgent action is taken to achieve
demographic balance and unless services and structures are put in place to compensate
for the breakdown of the nuclear and traditional family.

And it must be noted that migration patterns show no signs of significant change and that
(48)
HIV/AIDS infection rates are expected to continue to climb until 2015 . Hence, the
above noted trends are expected to deteriorate further, before hopefully improving by the
end of the coming decade.

It can be noted that the THS household survey also uncovered a number of extreme cases
(e.g. 18 y.o. Head of Household raising young siblings, elderly widowed grandparents
raising 5+ grandchildren including under 12s and reporting themselves as “job seeking”,
etc.). When extrapolated to the wider population such extreme cases accrue in to the
hundreds. Since there are no welfare systems in place to identify and assist such cases,
the burden falls on the individual, the community and possibly the Church.

48
Projected point of saturation.
MUP&T Draft Final Report [118] October 2010
10.7 Entrenching and Exacerbating Poverty

Poverty in Maseru is endemic. Historically, poverty derives from systematic structural

under-development from the Difaquane through the loss of territory following the Free
State Invasion of 1858 and the Sequiti War of 1865 and accelerated by the migrant labour
system instituted under Colonial Rule. Yet, even under Sovereign Rule, the City has
continued to develop such that both the Structure of the City and the Transportation
System serve to further entrench and exacerbate poverty.

Poverty in Maseru is clearly aggravated by ongoing sprawl and further compounded by

the inadequate Transportation System. The very poor, frequently new migrants, generally
located in the periphery, are denied access to opportunity and basic services. They are
forced to trade off between food, transit fees and walking long distances (to work, and
essential services) on a daily basis.

The underprivileged lack access to opportunities, services and amenities due to the
combination of the:
Distance to the City Centre due to sprawl, with the distance consistently increasing for new
migrants as the City sprawls further outward;
Concentration of employment opportunities in and around the City Centre;
Concentration of services in the City Centre;
Lack of safe and comfortable pedestrian facilities;
High transit fares and low level of PT service.

Hence, the underprivileged barely perform the minimum Home-Work-Home daily tour.

Moreover, transit fees directly impact both food security and economic development.
Analysis of THS Household Survey data indicates:
An increase of LSL 1 in transit fees can push ~10% of the population below subsistence
levels (US$ 1 per day for food) and deepen food deprivation for another 20%+
already below subsistence.
An increase of LSL 1 in transit fees will reduce food consumption by ~8% and consumption of
services & other goods by ~14%.
A reduction of LSL 1 in transit fees can pull ~10% of the population above subsistence
levels and lessen food deprivation for another 20%+ deeply below subsistence.
A reduction of LSL 1 in transit fees should increase food consumption by ~13% and demand for
services and other goods, including transport, by ~7%.

MUP&T Draft Final Report [119] October 2010

11. Developmental Scenarios
Given the findings detailed above, the Consultant identified a number of developmental
scenarios. Whilst the scenarios differ in many spheres the differences are primarily
expressed in the two inter-related quandaries facing the City:
The level, extent and appropriate balance between the concentration of functions and activities
and their dispersal; and

The appropriate density for the future development of the City, ranging from present very
low levels to moderate low urban densities. Given the level and depth of poverty in
the City, the availability of cheap land, cultural constraints and even assuming
increased income levels, large scale multi-story high density residential development
is not foreseen in Maseru for the coming generation. As such low urban densities
serve as maximal densities here.

Each of the scenarios identified represents a specific mix of these options as indicated in
Figure 57 below. The definition and analysis of these scenarios serves to support
decision-making and enable the definition of policy and “Vision” for the City.

Dispersed Ongoing Conurbation

Development Sprawl

Radial Compact
Corridors City

Selective
Concentration Very Low Density Low Density Moderate Density
of Development

Figure 57: Developmental Scenarios

MUP&T Draft Final Report [120] October 2010

11.1 Ongoing Sprawl
This scenario, the “business as usual” scenario, presents the Consultant‟s assessment of
the implications of allowing the trends of the past decades to continue unabated.
This scenario assumes the future growth of the City will be driven by:
The expansion of labour intensive manufacturing;
The growth of the public sector and those sections of the private sector providing services to the
public sector, albeit at a much slower pace than manufacturing;
Mass in-migration from the rural hinterland, relieving pressure on the rural areas but significantly
expanding the very poorest sectors of the population in Maseru.

Here future development will be based on the existing urban and regional structure and
spread along the primary access routes to the City and its centre.

The scenario further assumes that the primary reforms in the fields of land tenure and
planning will not be implemented, if only as a result of a lack of enforcement capacity.

Map 41: Ongoing Sprawl Scenario

MUP&T Draft Final Report [121] October 2010

The City will be characterised primarily by:
Ongoing, rapid and imbalanced in-migration from the rural hinterland;
Severe demographic and gender imbalance;
Ongoing extensive sprawl, extending well beyond MUA boundaries, and probably beyond MPA
boundaries;
Continued unplanned, very low density development;
Extensive incursion into open and agricultural land;
Extensive degradation of natural assets;
New, large scale, industrial development both near Mazenod – Moshoeshoe Airport and on the
Berea Plateau;
Ongoing concentration of high order functions in the city centre with medium and lower
order functions locating in a relatively unplanned, even haphazard, pattern responding
to pressures and determined by availability of land;
Large scale construction of Malaene, in and around the new industrial zones;
Ongoing but limited efforts to provide basic infrastructure, utilities and services in the
expanding residential areas – effectively a losing game of “catch-up,” trying to keep
pace with the ever expanding footprint of residential development;
Low levels of service in many fields including health, education, commerce and transportation;
Accelerated selective out-migration of educated young adults, effectively an accelerated “brain
drain”;
Threat of community disintegration with the demise of traditional social structures and the
potential for crime, violence and possibly even unrest to evolve.

Under these assumptions planning and intervention may limit and direct some of the
trends and mitigate some of the outcomes, but their impact will be partial at best:
Services can be directed, but given low densities they will remain largely inaccessible to
large sectors of the population. Similarly significant infrastructural investment may
provide utilities and amenities to large areas however it will not be economically
feasible to cover the massive area over which residential development will spread.
Most utilities and many services will remain unaffordable for the bulk of the population.
A well organised, highly subsidised public transport system may be able to provide large
sections of the population limited access to essential services but the cost will be very
high and the level of service and amenity very low.

11.2 Radial Corridors

This scenario, the “controlled growth” scenario, presents the Consultant‟s assessment of
the implications of allowing the primary trends of the past decades to continue whilst
controlling and directing future growth.

MUP&T Draft Final Report [122] October 2010

As with the „ongoing ‟sprawl, business as usual scenario, this scenario assumes the
future growth of the City will be driven by the expansion of labour intensive
manufacturing, the growth of the public sector (at a slower pace) and mass in-migration
from the rural hinterland.
Here too future development will be based on the existing urban and regional structure
and spread along the primary access routes to the City and its centre. However, the radial
structure will be actively reinforced both within the City boundaries and in the new
development areas.
This scenario further assumes that the primary reforms in the fields of land tenure and
planning will be implemented and utilised to restrict uncontrolled sprawl, directing
development on the basis of existing planning standards.

Map 42: Radial Corridors Scenario

The City will be characterised primarily by:

Ongoing, rapid and largely imbalanced in-migration from the rural hinterland;
Severe demographic imbalance;
Ongoing extensive development beyond MUA boundaries with sprawl restricted;
Extensive planned, low density development;

MUP&T Draft Final Report [123] October 2010

Significant but relatively limited incursion into open and agricultural land;
An effective, relatively tight “green cordon” around the built-up areas protecting both agricultural
and natural assets;
Relatively limited degradation of natural assets;
Development of a limited real estate market in selected areas;
Large scale construction of Malaene in defined, restricted areas along the corridors and directly
adjacent to the new industrial zones;
Ongoing efforts to provide basic infrastructure, utilities and services primarily along and adjacent
to defined development corridors;
Improved levels of service in many fields including health, education, commerce and
transportation;
Limited community structures replacing the traditional social structures and restricting the
potential for crime and violence;
Under these assumptions planning and intervention will direct trends to a significant
scale, mitigate negative impacts and improve the Quality of Life for the city‟s veteran
and new residents:
Services can be more effectively directed but given low densities their accessibility will remain
dependant on the availability and level of service of PT.
Significant infrastructural investment will be able to provide utilities and amenities to
large areas. However, it will not be economically feasible to cover the entire area over
which residential development will spread. It can be expected that such utilities and
amenities will be provided in the older, more established, higher density suburbs and
along and adjacent to the development corridors. Large areas however will remain
either un-serviced or inadequately serviced.
Moreover, most utilities and many services will remain unaffordable for large sections of the
population.
A well organised, subsidised public transport system will be able to provide large
sections of the population reasonable access to essential services but the cost will
remain high and the level of service and amenity basic.

11.3 Compact City

This scenario, the “urban oriented” scenario, presents the Consultant‟s assessment of the
implications of a significant change in policy tackling the primary trends of the past
decades and directing the growth of the City towards a distinct urban future.
This scenario assumes the City will seek a new balance in its development. The future
growth of the City will be driven by a mix of limited expansion of labour intensive
manufacturing, accelerated growth of the service sector (both public and private), the
introduction of higher order added-value industries, a rapidly developing business sector
and the rapid expansion of both higher education and tourism. The City will seek and
achieve a new balance between in-migration from the rural hinterland and its natural

MUP&T Draft Final Report [124] October 2010

growth, giving precedence to retaining Maseru‟s younger generation, particularly the
educated, and attracting some past residents to return, particularly the more successful
elements of the Basotho Diaspora.
Here future development will be based on the existing urban structure with the radial
structure balanced, at least in part, by development corridors and/or nodes.
This scenario further assumes that the primary reforms in the fields of land tenure and
planning will be fully implemented and utilised to restrict not only uncontrolled sprawl,
but the further expansion of the urban footprint, at least for a generation - directing
development first and foremost to upgrading and infill, on the basis of updated
appropriate urban planning standards.
The City will be characterised by:
Ongoing but limited in-migration from the rural hinterland and more limited selective out-
migration;
Relatively balanced demographic structures, both in its age structure (proportionately more
children) and gender ratios;
Restriction and possibly the reversal of the “brain drain”;
Restricted, staged development within MUA boundaries;
Extensive planned higher density development (still distinctly low density, dominated by single
and double storey construction);
Limited incursion into open and agricultural land;
An effective, tight “green cordon” around the built-up areas protecting both agricultural lands and
natural assets;
Rehabilitation of significant natural assets, particularly streams and lakes;
An extensive, integrated “green network” throughout the City providing amenity for the
population and protecting natural assets and values;
Development of Business, Academic and/or mixed employment zones adjacent to the
City Centre. Development of inner-city land reserves as relatively high density
residential, employment and/or mixed use areas;
No new Industrial Zones in the MUA or the MPA;
The systematic upgrading of the Industrial Zones, to attract and retain higher order value-added
industry;
Systematic intensive residential infill through much of the City;
Systematic upgrading and infill of built areas through subdivision and/or introduction of housing
alternatives as high standard semi-detached and row housing;
Limited construction of Malaene directly adjacent to the new industrial zones and/or along
defined development corridors
The systematic upgrading of old Malaene to row housing in other residential areas;
Development of an active Real Estate market in many areas of the City;
Systematic development of infrastructure, utilities and services eventually covering most, if not
all, of the City;

MUP&T Draft Final Report [125] October 2010

Significantly improved levels of service in many fields including health, education, commerce
and transportation;
An integrated, balanced transportation system combining pedestrian, cycle, private vehicle and
public transport;
An appropriate, organised, reliable, affordable and comfortable PT system;
Extensive recreational opportunities integrated into the City‟s “green network”;
A vibrant night-life in the City Centre and in selected locations along development corridors or in
nodes;
Relatively strong, appropriate community structures replacing the traditional social structures and
severely restricting the potential for crime and violence;
Relatively highly developed identity with, and pride in, the City and the community.


 

Map 43: Compact City Scenario

Under these assumptions planning and intervention will direct trends to a significant
scale, mitigate negative impacts and distinctly improve the Quality of Life for the city‟s
veteran and new residents:
Services can be more effectively directed and, given increased densities, their accessibility will be
significantly improved.

MUP&T Draft Final Report [126] October 2010

Other services and opportunities will be accessible via the transportation system with high
standard NMT facilities and improved availability and level of service of PT.
Significant infrastructural investment will provide utilities and amenities to most, if not
all, areas of the City given the restricted spatial distribution of residential
development.
Most utilities and many services will be more affordable for large sections of the
population, given both reduction in marginal development costs and increased income
levels of the population.
The City‟s “green network” will provide amenity for all.
A well organised, economically viable PT system will be able to provide large sections of
the population easy access to higher order services and to employment opportunities
at reasonable cost and good levels of service.

The City, however, will not provide opportunity for in-migration from the rural
hinterland, on a scale to meet projected demand.

11.4 Embryonic Conurbation

This scenario is in effect an extension of the Compact City Scenario, wherein a number
of satellite towns are developed beyond the borders of the MPA so as to:
Utilise and build on existing and potential resources and opportunities, as indicated below.
Provide alternative development options and destinations for rural migration.
Create the basis for the development of a future conurbation beyond the timescale of this study,
whilst ensuring that such development will not induce further sprawl.
This scenario includes the development of:
Mazenod in a controlled manner, with an effective tight “green” cordon restricting its
spatial expansion, and with a solid “green” barrier precluding contiguous
development linking directly to extended sprawl on the City‟s south-east boundary.
Roma as a small university town with university related employment opportunities and
appropriate residential options for NUL staff.
The Thabo Bosiu-Metalong-Nazareth triangle utilising the Metalong water project and
Thabo Boise‟s socio-cultural position as the basis for extensive tourism development.
Lekokoaneng - Teya-Teyaneng utilising the region‟s sandstone deposits and quarries as the basis
for industrial development.

This scenario does not include Morija as no existing or potential relative advantage of
adequate scale to enable rapid expanded development has been identified.

MUP&T Draft Final Report [127] October 2010

 
 

Map 44: Embryonic Conurbation Scenario

11.5 Quantitative Comparison of the Development Scenarios

Maseru 2030 Scenarios

Maseru
Subject 2006 Ongoing Radial Compact Conurbation
Sprawl Corridors City
MPA Area (km2) 386 386 386 386 386
MUA Area (km2) 143 143 143 143 143
MPA Area excluding MUA 243 243 243 243 243
(km2)
MPA Urban Footprint (km2) 106 261 195 118 120
MUA Urban Footprint (km2) 99 143 120 110 110
MPA Urban Footprint excluding 7 118 75 8 10
MUA (km2)
MPA Gross Built Area (km2) 67 161 137 92 94
MUA Gross Built Area (km2) 61 106 96 86 86
MPA Built Area excluding 6 55 41 7 9
MUA (km2)
MPA Gross Residential Built 53 126 108 74 76
Area (km2)

MUP&T Draft Final Report [128] October 2010

MUA Gross Residential Built 48 80 74 68 68
Area (km2)
MPA Residential Built Area 5 46 34 6 8
excl. MUA (km2)
Total Urban Population 290,000 600,000 600,000 530,000 600,000
MPA Urban Population 278,000 580,000 585,000 515,000 525,000
MUA Population 225,500 376,000 400,000 500,000 500,000
MPA Urban Population excl. 10,000 204,000 185,000 15,000 25,000
MUA
Satellite Town Population 12,000 15,000 15,000 15,000 75,000
MPA Urban Gross Density 2,220 2,220 3,000 4,400 4,400
(population/km2)
MPA Residential Built Area 4,440 4,440 5,400 6,960 6,960
Density (/km2)
MPA Urban Average Residential 650 650 550 375 375
Plot Size (m2)
Table 10: Comparative Development Scenarios

11.6 Summary and Conclusion

At the strategic level three essential developmental scenarios were identified:

Maseru will continue to develop extending present trends. This option constitutes the
default “Ongoing Sprawl” or “business as usual” scenario. Maseru will continue to
grow rapidly, specific fields will develop faster, others slower and yet others will
deteriorate despite ongoing primarily responsive intervention. In all, Maseru‟s future
will be that of a typical sprawling, marginal, poor city in sub-Saharan Africa; or
Systematic ongoing investment and intervention will accelerate economic growth based
primarily on labour intensive manufacturing. Intervention will for the most part be
enabling. Development will leapfrog outward both to the north and to the south.
This option constitutes the “cumulative improvement” scenario. With intervention
such development can be guided along corridors. Hence in analysis this was termed
the “Corridor” scenario wherein Maseru can be relatively structured but it will
remain a widely dispersed and very poor city; or

Proactive intervention can progressively change the direction of the city‟s development
towards a distinctly urban future. Here, the emphasis is placed on inward
development - structuring the city, infill development, densification, upgrading of
infrastructure and services, etc. - with sprawl clearly and actively constrained. This
option constitutes the “Compact City” scenario. Developmental priorities will be
redefined to enable significant diversification enabling, supporting and in turn driven
by a rapidly growing Middle Class. However, a paradigm shift is

MUP&T Draft Final Report [129] October 2010

 required to enable accelerated growth and development towards an alternative,
significantly improved, future enhancing the “Quality of Life” of its inhabitants.

These scenarios were analysed in depth. The “Compact City” scenario is clearly the more
desirable and hence received widespread support from both Client and stakeholders in the
Public Participation process. More importantly, stakeholders progressively expressed a
belief in the feasibility of such a path to development, albeit with many reservations.

Analysis of the alternative Development Scenarios clearly indicates the urgent need for
intervention to direct the development of Maseru. In the absence of such intervention
sprawl will continue unabated and poverty further exacerbated. Indeed, even amelioratory
intervention will not significantly contribute to meeting essential needs. A paradigm shift
is required to tackle the challenges facing the City over the coming generation.
There is a clear relationship between:
Densities;
Access to opportunity, employment and amenity;
Services and infrastructure capacity and access;
Standards of Living and Quality of Life.

Whilst there is a clear need to cordon development boundaries of the City and increase
densities of both the existing built areas and new development, this alone will not be
adequate to change trends. Increased densities and constrained spatial development
constitute necessary preconditions for enhanced development. However, they need to be
complemented by intervention in a wide range of fields, particularly in the municipal,
urban planning, economic and transportation spheres.

MUP&T Draft Final Report [130] October 2010

12. Policy and Vision
12.1 Primary Policy Recommendations
Given the findings detailed above and feedback from Client, Stakeholders and Public
Representatives, the Consultant identified a number of developmental issues that need to
be addressed to guide the future development of the City, as detailed below:
12.1.1 Demographic Issues and Challenges
Continued growth at present rates, based on young, primarily female, in-migration is not
economically or socially sustainable. Developmental goals and strategies need to be
redefined and gender balance needs to be restored to avoid severe negative social
impacts. Moreover, the impacts of migration and the demographic imbalance need to be
mitigated at both the City and the neighbourhood levels.
However, the projected rapid growth of the City needs to be catered for.
Priority needs be given to:
Ensuring adequate and appropriate provision of land and resources to accommodate the
expected growth of the City, including: housing, employment, infrastructure, services
and utilities, in order to provide amenity and opportunity to the population.
Planning and subdivision of those areas of the City undergoing rapid growth and those
areas demarcated for future growth, in order to avoid the repetition of past patterns
inducing sprawl and entrenching poverty.
Creation of employment opportunities for both skilled and unskilled young males in the City.
Creation of appropriate community-based structures and services to provide adequate direction
and support for a generation of fatherless children.

12.1.2 Social Issues and Challenges

Future development, be it at present rates, at accelerated rates, or even at reduced rates;
needs to be directed to maintain social balance and enable a relatively smooth transition
from traditional structures to a modern society.

Poverty must be reduced in both scale and depth. Moreover the impacts of poverty must
be mitigated. The development of the Middle Class needs to be rapidly accelerated and
the „Brain Drain‟ halted. Service levels must significantly improved, particularly for the
poor.
Hence, priority needs be given to:
The development and implementation of a coordinated, integrated strategy and approach
to the social and cultural development of Maseru, meeting the present and future
needs of the population and of society.

MUP&T Draft Final Report [131] October 2010

The development and implementation of formal and informal structures and systems
ensuring safety and security (for all sectors of society), social cohesion, strong
identity and cross-generational communication, consideration and respect.
Retaining young males in the education system.
Ensuring the rapid growth and upgrading of higher education – on scale, in standard and in
accessibility.
The creation of appropriate employment opportunities for young academics and skilled labour in
the City.
Nurturing and attaining maximal benefit of Female Empowerment in both society and the
economy, including marketing and branding of the City.
Achieving a wide and balanced distribution of appropriate accessible services, meeting the
developing needs of the population and of the poor in particular.
Fostering the younger generation‟s identification with the City and the community.
Instilling pride in the City and its population.

12.1.3 Economic Issues and Challenges

The rapid economic growth of the past decade, based primarily on labour intensive
manufacturing with public subsidy and on the public sector, needs to be balanced by the
growth and development of the private sector.

The local economy must be diversified to provide appropriate employment across the
board, and particularly for unskilled young males and for young educated graduates of
both sexes,

The local space economy needs to be balanced with higher order functions and services
concentrated, to achieve thresholds, economies of scale and economies of agglomeration;
and lower order functions and services widely distributed.

The marginal costs of infrastructural development and of utility and service provision
need to be reduced to make them more affordable.
To these ends, priority needs be given to:
The development and implementation of an integrated and coordinated economic
development strategy for Maseru focusing on selected sectors and sub-sectors -
creating relative advantage in selected “niche” markets; educating and training to
provide appropriately skilled manpower resources; streamlining bureaucratic
procedures and ensuring adequate finance, ensuring land reserves at the correct
locations, infrastructure, utilities and support services.
Creating the appropriate environment for both business and recreational activities in the
CBD, and its immediate surrounds, with competitive high standard urban form,
infrastructure, utilities and support services including transportation (PT and parking).

MUP&T Draft Final Report [132] October 2010

Restructuring investment support and subsidies to provide preference for, or even setting
as a precondition, both higher value-added manufacturing and for knowledge and
skills transfer.
The concentration of appropriate industry and manufacturing in defined Industrial Zones of
adequate scale;
The provision of appropriate infrastructure, utilities and support services, distributed on the City
scale;
The relocation of lower order functions and services, particularly in the informal sector to the
residential neighbourhoods, enabling access to such services;
Progressively supporting and formalizing the informal sector.
Increasing the density of residential development to minimal urban levels, both in
existing neighbourhoods, and certainly in all new neighbourhoods, to enable
infrastructural development and utilities at more affordable rates for the City‟s
population and particularly the poor.

12.1.4 Environmental Issues and Challenges

Many of the City‟s natural assets, particularly many lakes and streams, have been
systematically degraded or are at risk of severe degradation. These assets have to be
protected and, where possible, rehabilitated. Where degradation is irreversible their
impacts need to be mitigated.

Moreover, residential development has occurred in locations posing health and safety
risks for the inhabitants, specifically under or immediately adjacent to major power-lines,
in flood plains, along drainage courses and below debris fields, overhangs and scarps.
To this end priority needs be given to:
The relocation of households in very high risk areas and the absolute restriction of further
residential construction in such areas.
The protection of industrial facilities and of utilities, specifically sewage plants, located in flood
plains.
Rapid development of the City‟s sewage system, as well as determining the location of
cemeteries and waste disposal sites, to avoid further contamination of ground and
surface water bodies.
The integration of the City‟s natural assets in a comprehensive network of protected,
accessible Public Open Space in which development and construction is limited to
appropriate functions such as recreation, tourism and NMT, in selected sites.
Restriction of construction on mountain and hillside slopes which, as important elements of the
landscape, must be preserved.
Planting and integrating appropriate foliage in all public spaces and institutions and supporting
their use in the private domain, possibly with “carbon credit” funding.
In short, “Greening” Maseru.

MUP&T Draft Final Report [133] October 2010

12.1.5 Spatial Planning and Developmental Issues and Challenges
The City‟s continued sprawl, into the peri-urban areas on its outskirts, has to be restrained
and controlled, if not entirely curtailed. The impacts of past sprawl need to be mitigated.

Densities in the City need to be increased significantly to enable infrastructural

development, to facilitate the supply of affordable utilities and accessible services and to
provide the City‟s inhabitants with the benefits and amenities of an urban lifestyle.

Access to employment opportunities and to services needs to be significantly improved,

particularly for the poor.

The structure and form of future development of the City must enable appropriate
economic development, social transition and cohesion, service provision, amenity for the
City‟s population and the development of an attractive urban lifestyle for all residents
and visitors.

The structure and form of future development of the City must preclude, or at least limit,
further encroachment into peri-urban areas, and specifically agricultural areas, as well as
further environmental degradation.
As such priority needs be given to:
Clearly demarcating the urban boundary and protecting both natural assets and the rural
periphery.
Strengthening and upgrading the City‟s existing structure, and where necessary
complementing the existing structure, creating an appropriate urban framework to
enable and guide both upgrading and future development.
Achieving the correct balance between the concentration of higher order functions and
services, the selective distribution of middle order functions and services and the
wide distribution of lower order functions and services.
The integrated utilization of natural elements and urban structure and form to provide
Maseru a unique identity, which the populace can adopt and nurture, and which can
be branded to attract tourism and investment.
Development of inner-city land reserves, both large tracts and systematic infill, prior to the
release of virgin lands on the periphery.
Contributing to, if not ensuring, the safety and security of the populace.
The systematic planning and sub-division of all peri-urban areas presently undergoing
sporadic development and those that will be developed in the future as “site and
service” developments.
The systematic planning of urban upgrade and densification of existing neighbourhoods and
suburbs with active public participation.

Key to all this is the issue of land tenure and the relationship between property rights and
development rights. These issues need to be resolved timeously to allow for and induce
appropriate development and to constrain inappropriate development.

MUP&T Draft Final Report [134] October 2010

12.1.6 Transportation Issues and Challenges
The City needs to develop an affordable, efficient, safe and sustainable transportation and
movement system, providing ready and easy access to opportunities, amenities and
services for all sectors of the population.

The dominance of pedestrian movement in Maseru needs to be recognized and

pedestrians‟ needs must be adequately catered for.

An appropriate, regulated and integrated Public Transport system needs to be introduced

- within the City and linking Maseru with its immediate hinterland. Public Transport fares
need to be limited and if possible reduced.

The future growth of private motorized traffic, particularly considering the projected
growth of the population and the expected increase in both purchasing power and living
standards, needs to be catered for.

Despite expressed reservations, the option of introducing cycling as an alternative,

complementary mode of transport, needs to be considered, either on the wide city scale or
at the very least at the neighbourhood scale, specifically for pupils to enable easy access
to secondary schools, extra-mural opportunities and recreational facilities.

Land-use must be rationalized and appropriate functions and activities distributed to limit
the need for motorized trips and to achieve thresholds for better transport services, as the
case may be.

Specific points of congestion need to be resolved with due consideration for future
demand.

Urban standards for road design need to be adopted and implemented. Urban streets and
boulevards need to be introduced in the built-up areas of the City and scenic drives
beyond the built-up areas and in the rural hinterland need to be protected.
Hence priority needs be given to:
The systematic and staged development of a network of Pedestrian Routes, integrated
into the green network of Public Open Space and along main roads with appropriate
protection for pedestrians.
The definition of an appropriate hierarchy of roads and pedestrian routes.
The adoption of appropriate standards for road and pedestrian routes.
The systematic and staged reorganization of Public Transport in Maseru.
Significant improvement and extension of regulation and enforcement of traffic and specifically
of public transport.
The systematic implementation of a comprehensive Road Safety programme.
The resolution of specific points of congestion, increasing carrying capacity.
The systematic development of traffic circles given both transportation and urban considerations.

MUP&T Draft Final Report [135] October 2010

12.2 Vision - Maseru 2030

12.2.1 Policy Directives and Models

The proposed Vision for Maseru, as recommended by Consultant, adopted by the

Steering Committee and widely supported in the Public Participation process is based on
the policy direction laid out in the MCC‟s Strategic Plan and in “Vision 2020”.

The MCC‟s Strategic Plan defines a clear Mission Statement for Maseru as “a vibrant,
innovative and people centred city committed to sustainable environment” and mandates
the MCC to provide accessible quality services and to promote local socio-economic
growth and development in meeting the changing needs of the communities”.

Vision 2020 is a comprehensive strategic development roadmap for Lesotho. It lays out a
wide range of Goals and Objectives”, amongst them many relevant to Maseru‟s
development: These include, inter alia:

“Lesotho shall…have a healthy and well developed human resource base. Its economy
will be strong, its environment well managed….
Its vibrant economy with a strong industrial base will fully exploit the potential ..(of)
natural assets …
entrepreneurial culture will be inculcated..
tourism potential will be fully exploited….
economic infrastructure, including roads…
reduced poverty levels …(and).enhance the standard of living….
The country’s urban areas will be exemplary in proper structural and infrastructural
networks…
people will observe regulations and requisite building standards…
optimal use of available space for housing...”

These directives have been integrated with the objective circumstances, as detailed in the
findings above, and translated to reflect the needs and potential of the City.

The Consultant further drew on the examples of Geneva and Curitiba as models of
development. Geneva serves as a model of successful development, overcoming
locational disadvantage, integrating Lake, Mountains and Public Open Space, with
development driven by education and culture. Curitiba serves as a model for sustainable
development in a then underdeveloped context based on the absorption of mass in-
migration through integrated Urban & Transportation Planning and Development.

MUP&T Draft Final Report [136] October 2010

12.2.2 Maseru 2030
Vision for Maseru 2030 is detailed below;

By 2030 Maseru will be a City of Quality:

Capital and Showcase of Lesotho;
Southern African Regional Center;
Social & Cultural Center of the Basotho;
Beyond Poverty;
“Safest City in Africa”;
Lesotho’s “Engine of Growth”;
“Sustainable Maseru”;
“Blue and Green Maseru”;
“Accessible Maseru”.

A great city is not to be confounded with a populous one.

Aristotle

Maseru

Curitiba

MUP&T Draft Final Report [137] October 2010

12.2.3 Capital City and Showcase of Lesotho
Features of the Capital City and Showcase of Lesotho should be:
Institutions of State located and designed to ensure access and transparency befitting a modern,
democratic society;
An Urban Structure celebrating the City‟s natural assets;
Urban Form reflecting national and local identity, with all institutions, public buildings
and public space, and private buildings in special areas, showcasing local materials
and designed to express national roots and pride;
Full range of National Institutions including National Museum, Botanical Gardens, National
Theatre, etc.;
Integration of historic assets (dinosaur footprints, rock paintings, historic monuments and
buildings, etc.) in structured, well maintained & protected but accessible Public Open
Space;
and more.

When you look at a city, it's like reading the hopes, aspirations and pride of
everyone who built it.
Hugh Newell Jacobsen

MUP&T Draft Final Report [138] October 2010

12.2.4 Southern African Regional Centre
Maseru will develop the physical & technological infrastructure, facilities, urban &
business environment and unique identity allowing it to:
Host select Southern African and international institutions;
Serve as a university town, a regional centre of learning and international centre of academic
excellence in selected fields;
Enjoy developed transportation linkages by air & road to diverse Southern African destinations,
putting Maseru “on the map”;
Serve as a centre of manufacturing and a provider of select services oriented to the South African
market;
Develop as a regional recreational and tourism destination;
Host regional and international sporting and cultural events;
and more.

Always design a thing by considering it in its next larger context….

Eliel Saarinen

MUP&T Draft Final Report [139] October 2010

12.2.5 Social & Cultural Centre of the Basotho
Maseru will serve not only as the capital of Lesotho but as the social and cultural capital
of the entire Basotho nation:
Providing the full range of cultural institutions preserving and developing Sotho culture
(museums, theatres, historic monuments, documentation centres, sports “hall of
fame”, academic faculties, radio, television & film studios, etc.);
Hosting, celebrating and marketing Sotho art, literature, music and fashion;
Attracting and cultivating Sotho intellectuals, writers, artists, musicians, producers, directors,
actors, sportsmen; their clientele and their supporters;
Attracting the Basotho Diaspora to the City as a holiday destination, an educational centre and
an investment opportunity;
and more.

What is the city but the people?

William Shakespeare

MUP&T Draft Final Report [140] October 2010

12.2.6 Beyond Poverty
Maseru will strive to eradicate absolute poverty (below subsistence levels) and will
embrace and serve its poor and offer the next generation a realistic better, brighter future:
Providing extensive, better employment opportunities for its inhabitants, moving beyond
labour intensive minimum wage manufacturing;
Developing and supporting community based self-help structures;
Providing accessible services and more affordable utilities;
Offering city-wide access with cheap & efficient Public Transport;
Supplying quality education to enable the young to pull themselves out of poverty;
Utilising the City‟s natural assets to provide Quality of Life.

If the misery of the poor be caused not by the laws of nature, but by our
institutions, great is our sin.
Charles Darwin

12.2.7 The Safest City in Africa

Maseru will constitute, brand and market itself as the “Safest City in Africa” as reflected
in:
The safe and secure environment the City will provide its citizens;
Stable, healthy Communities;
The vibrant night-life Maseru will offer;
The freedom of movement all residents and visitors will enjoy throughout the City;

Very low absolute and relative crime rate with effective policing and a “zero tolerance for
crime” policy;
Low security overhead and insurance costs for business;
Very low absolute & relative traffic accident rates;

and as the “Friendliest City in Africa” for visitors, tourists & investors

There is no city…that has reduced crime as much as we have... This is not the
product of accident. This is the product of design.
Rudy Giuliani

MUP&T Draft Final Report [141] October 2010

12.2.8 Lesotho’s “Engine of Growth”
Maseru will provide the platform for the economic development of Lesotho with:
A balanced, diversified, developed Local Economy including commercial
agriculture, tourism & recreation, “upstream” value-added manufacturing, a
well developed service sector, viable educational & cultural services and the
informal sector progressively enabled and formalised;
A rational efficient Space Economy concentrating demand for higher order services
and opportunities whilst enabling the wide distribution of lower order services and
opportunities;
A rapidly growing, diversified and established Middle Class reversing the “Brain Drain”;
An established viable Real Estate Market;
A cultural shift from poverty to initiative and entrepreneurship

A city is the place of availabilities.

Louis I. Kahn

MUP&T Draft Final Report [142] October 2010

12.2.9 Sustainable Maseru
Maseru will develop as a relatively compact sustainable city with:
A clear, legible and balanced Urban Structure based on a well developed core, inner-city
development & movement corridors, Northern and Southern
“Gateways” and selected satellites;
Systematic infill achieving moderate densities by African standards (low by
international standards) enabling more efficient and affordable provision of
services and utilities;
Systematic distribution of services along the corridors and in the neighbourhoods enabling
ready NMT access;
A comprehensive, integrated Transportation & Movement System;
An integrated “Green” and NMT path network;

A solid, enforced and protected “Green Cordon” around the built-up areas of the
City based on the combination of topography, viable commercial agriculture
and extensive forestation.

The axis of the earth sticks out visibly through the centre of each and every town
or city.
Oliver Wendell Holmes, Sr.

MUP&T Draft Final Report [143] October 2010

12.2.10 “Blue and Green Maseru”
Maseru will develop, brand and market itself on the basis of its integrated “green and
blue” network, incorporating and providing:
Its rivers, streams and lakes, cleaned up, protected and accessible;
Extensive forestation in and around the city, tree-lined avenues and boulevards with trees in
every backyard (carbon credit financing);
A “green cordon” around the City combining forests, orchards, vineyards and intensive
irrigated agriculture;
Contiguous Public Open Space on the city and neighbourhood scales integrating pedestrian
and cycle paths;
Effective, accessible Public Space in the centre and the neighbourhoods;
Wide distribution of recreational and sports facilities;

Opportunity for all residents, and particularly the young, to enjoy the City‟s natural assets.

Divine Nature gave the fields, human art built the cities.
Marcus Terentius Varro, De Re Rustica

MUP&T Draft Final Report [144] October 2010

MUP&T Draft Final Report [145] October 2010
12.2.11 “Accessible Maseru”
Maseru will provide all its residents and visitors ready and easy access to opportunities,
amenities and services with:
A relatively compact, balanced Urban Structure inducing higher densities and
ensuring optimal distribution of opportunities, amenities and services, limiting
the need for motorized transport;
An efficient pedestrian and cycle friendly movement network, integrated with the
City‟s “green” Open Space network;
An efficient and safe Transportation System integrating NMT, Public Transport and motorized
vehicles;
An efficient, cheap and comfortable Public Transport system, utilizing appropriate
technologies, ensuring an effective balance between supply and demand.

Arch. N. Malis

Arch. U. Kasif Arch. U. Kasif

MUP&T Draft Final Report [146] October 2010

12.3 Goals and Objectives
To achieve this Vision the following goals and objectives, drawn from SMART Planning
principles, were defined and adopted:
Constrain Sprawl, directing urban development to areas already served by existing infrastructure;
Provide adequate and varied housing solutions and choices, especially affordable serviced
housing, to meet existing and projected needs;
Provide a wide range of accessible employment opportunities;
Provide wide access to opportunities, services and amenities;
Improve environmental quality by conserving open space, farmlands and environmentally
sensitive areas;
Preserve, promote and enhance local culture;
Provide the City with a distinct, unique form and identity;
Plan staged growth with compact development patterns;
Provide and enhance access to public and private services for all residents;
Upgrade existing neighbourhoods into safe, serviced and liveable communities.

In the field of transportation the following goals and objectives were defined and
adopted:
Increase transport choices for all residents with emphasis on enabling pedestrian movement;
Introduce an integrated PT system;
Make PT affordable and attractive;
Optimize the use of roads, intersections and facilities for all users;
Secure long-term financing and funding for the investment plan;
Contribute to the development of an attractive and well-planned urban area, integrated with
transport planning.

12.4 Strategic Decisions

The following Strategic Decisions were identified as requisite to achieving the goals and
objectives detailed above:
Cordon the City‟s Boundaries;
Develop Inner City Land Reserves;
Promote Infill and Densification;
Concentrate Development and Transport along Corridors;
Extend and Upgrade Inner-city Infrastructure and Services;
Promote Commercial Agriculture and Forestry;
Coordinate Planning, Development, Regulation and Enforcement;

MUP&T Draft Final Report [147] October 2010

Stage Development of New Areas;
Promote Higher Density Housing Types;
Enable Diverse Economic Activity;
Develop a Pedestrian Movement Network;
Reorganise and Regulate Public Transport;
Distribute Selected Activities;
Prohibit and Restrict Development of Sensitive Areas;
Protect, Develop and Maintain Public Open Space;
Protect the Environment;
Provide and Plant Trees;
Develop "Special" Elements;
Mobilise, Train and Empower Communities;
Mobilise Resources.

The inter-relationship between the Goals and Objectives and the Strategic Decisions is
indicated in Table 11 below.

12.5. Primary Fields of Intervention

12.5.1 The Urban “Big Moves”
The following “Big Moves” were identified as requisite to achieving the Goals and
Objectives and to implementing the Strategic Decisions detailed above:

Figure 58: The Urban “Big Moves”

These “Big Moves” are applied in the Integrated Development Framework and in the
Action Plans detailed below.

MUP&T Draft Final Report [148] October 2010

 Goals and Objectives
Constrain Housing Employment Access Environmental Local Form & Staged Services Liveable
Strategic Decisions Sprawl Solutions Opportunities Quality Culture Identity Growth Communities
Cordon City Boundaries          
Develop Inner City Reserves          
Promote Infill & Densification          
Development Corridors          
Infrastructure and Services          
Commercial Agriculture and          
Forestry
Coordinate Planning          
Stage Development          
Higher Density Housing          
Diverse Economic Activity          
Pedestrian Movement Network          
Reorganise Public Transport          
Distribute Selected Activities          
Protect Sensitive Areas          
Public Open Space          
Protect the Environment          
Provide and Plant Trees          
Mobilise Communities          
Develop “Special Elements”          
Mobilise Resources          

Table 11: The Inter-relationship between Goals and Objectives and Strategic Decisions and Actions

MUP&T Draft Final Report [149] October 2010

12.5.2 The Transportation “Big Moves”
In the field of transportation the following “Big Moves” were identified as requisite to
achieving the Goals and Objectives and to implement the Strategic Decisions detailed
above:

Figure 59: The Transportation “Big Moves”

These “Big Moves” are applied in the Integrated Development Framework, the Transport
System Development Plan and in the Action Plans detailed below.

MUP&T Draft Final Report [150] October 2010

13. Integrated Strategic and Spatial Development Framework

The Integrated Strategic and Spatial Development Framework (SDF) is drafted as a

“stand-alone” element for consideration for approval by the relevant authorities. As such,
it is worded in prescriptive, directive style. All contents remain the Consultant‟s
recommendation for the Client‟s consideration and approval.

13.1. Introduction
13.1.1 Purpose of the Integrated Strategic and Spatial Development Framework
The Integrated Strategic and Spatial Development Framework (SDF) is intended to:
Enable and direct the development of the City of Maseru to 2030;
Guide the development of the spatial structure of the city in the medium- to long-term;

Enable and direct the preparation of an integrated Transportation Plan and pilot plans;
Enable and direct the preparation of future Spatial and Sectoral Master Plans, Rules and
Regulations and Guidelines for planning, development and construction in Maseru;
Direct the conservation and enhancement of the natural environment;
Provide a clear basis for, and direct the preparation of, future Detailed Spatial Plans;
Enable prioritisation of investments in infrastructure and services, in line with policy and the
spatial structure;
Enable and direct the allocation of land for public services and facilities;
Provide clear guidelines for Government Departments and Public Sector authorities with
regard to developmental priorities;
Promote integrated planning of land use, transport, infrastructure and services on the various
scales;
Enable effective coordination between the relevant planning, regulatory and development
authorities, utilities and service providers;
Provide clarity regarding the primary direction and form of development and
conservation for potential developers and investors, without allocating or committing
the relevant authorities to the future allocation of land or rights for specific
development;
Enable the provision of land and infrastructure for employment-creating activities.

13.1.2 Initiation, Preparation and Submission of the SDF

13.1.2.1 Initiation of the SDF

The SDF was initiated and directed jointly by the MoPW&T and the MCC.

MUP&T Draft Final Report [151] October 2010

13.1.2.2 Preparation of the SDF

The SDF was prepared by a Joint Venture of ROM Transportation Engineering (Israel),
Shapira Hellerman Planners (Israel) and Larry Aberman Town Planners (South Africa).

The planning team included J.B. Hellerman (Team Leader); Dr. M. Hirsh (Transportation
Lead Planner); L. Aberman (Lead Urban Planning); H. Shapira & S. Hellerman (Social
Planning); Dr. L. Moeti (Environmental Planning); E. Mapetla (Institutional Consultant);
Eng. G. Massawi, O. Cohen & U. Vinter (Transportation Planning, Engineering and
GIS); N. Ratzkovsky, R. Amram, M. Khaka & F. Sentle (Surveys). The planning team
was supported in the field by graduate field survey supervisors and a large team of
student enumerators.
13.1.2.3 Stakeholder Consultation and Public Participation in the Preparation of the
SDF

The SDF was prepared and is submitted for approval on the basis of extensive
stakeholder consultations and wider public participation, including numerous meetings
and consultations, focus groups and two stakeholder and public participation meetings as
detailed in the background reports submitted by the planners.

13.1.2.4 Submission of the SDF

The SDF is submitted for approval by the Maseru City Council.

13.1.3 The Status of the SDF

13.1.3.1 Status and Applicability

The SDF is an integrated schematic expression of coordinated policy for the development
and conservation of spatial and physical resources in Maseru.

The SDF constitutes the basis and policy guidelines for the future preparation of statutory
development plans, including Master Plans (MP), Special Detailed Plans (SDP) and
Detailed Plans (DP).

The SDF supersedes the Maseru Development Plan (MDP) for the direction of planning
and development in Maseru.
The SDF does not:
Confer development rights to any individual, body or institution on any specific portion or
section of land;
Commit any authority or body to confer development rights to any individual, body or
institution on any specific portion or section of land;
Cancel, negate or detract from existing development rights, approved prior to the
approval of the SDF, as may be retained by any individual, body or institution on any
specific portion or section of land;

MUP&T Draft Final Report [152] October 2010

Allocate or confer registration rights to any individual, body or institution on any general or
specific portion or section of land;
Commit any authority or body to allocate or confer registration rights to any individual,
body or institution on any specific portion or section of land, apart from allocations
of land to agents of the State for their protection and preservation as detailed in
Section 13.3.11 below;
Cancel or replace any legally approved plan except for the MDP.

The SDF and all plans derived from it will apply to the planning and development of all
land and property in the Maseru Planning Area (MPA), specifically including all
government, quasi-government, parastatal and municipal land and property, with the
exception of the Royal Palace, military bases and diplomatic facilities 49.
The Royal Palace, the LDF and the diplomatic corps will be requested to voluntarily
abide by the SDF and coordinate planning and development with the relevant authorities
consistent with the SDF and all future statutory plans.

13.1.3.2 Validity and Changes

The SDF will remain valid until it is replaced by a new approved Plan which specifically
supersedes it.

DPs approved prior to approval of the SDF remain valid and approved development
rights retain their validity. Changes to such DPs must conform to the SDF or be approved
as changes to, or as approved variation from, the SDF in the framework of an SDP.

All new DPs must conform to the SDF or be approved as changes to, or as approved
variation from, the SDF. Changes to and variation from the SDF are subject to approval
of the relevant planning authorities, as prescribed by law, in the framework of an SDP.

In the event of inconsistency between the SDF and DPs approved following the approval
of the SDF, the SDF will predominate. That is, unless such variation has received prior
approval as a change or as an approved variation from the SDF, in the framework of an
SDP in which case the approved SDP will predominate.

The maps and graphic schemes, detailed in Section 13.5 below, constitute integral
elements of the SDF. Other maps, graphic schemes and figures are explanatory and/or
advisory. In the event of inconsistency between the text and the graphic schemes and
maps, the text will predominate.

The Transport Development Plan (TDP), detailed in Section 14 below, constitutes an

integral element of the SDF. In the event of inconsistency between the SDF and the TDP,
the SDF will predominate.

49
In addition to the approval of the SDF this provision requires the amendment of the Town and
Country Planning (Development) Order, so as to incorporate all development in the City including
present categories exempted under the current order.

MUP&T Draft Final Report [153] October 2010

13.1.4 The Scope of the SDF
The SDF covers and applies to the entire Maseru Planning Area (MPA) as designated in
Map 45 below.

Map 45: MUA and MPA Boundaries

The SDF has been prepared to a planning horizon of 2030, and a projected MPA
population of 550,000 persons.

A new plan will be prepared by no later than 2025, or if the population of the MPA grows
beyond 475,000 prior to 2025.

The SDF will be detailed and complemented by Master Plans, Detailed Plans (DPs and
SDPs), Rules and Regulations and Planning and Design Guidelines as detailed below. On
approval, these will be deemed to constitute integral elements of the SDF.

13.1.5 The Precision of the SDF

The SDF is a schematic plan. Boundaries delimited in the schemes, figures and maps,
with the exception of City-Scale Prohibited or Restricted Development Areas, are not
precise definitions. Various elements are indicated by symbols. Detailed plans will define
and map precise boundaries within 200 m of SDF boundaries and within a radius of 300
m of symbols,. This, without intruding into, or detracting from, Prohibited or Restricted
Development Areas as mapped.

MUP&T Draft Final Report [154] October 2010

Prohibited or Restricted Development Areas, as designated in Map 74, are mapped. DPs
will further define precise boundaries within 20 m of SDF boundaries without detracting
from the total area defined for Prohibited or Restricted Development.

Changes within the limits defined above will be considered to conform to the SDF.
Changes beyond these limits will be considered changes to the SDF and will require
approval of a SDP.

13.1.6 Approval of Detailed Plans

New planning legislation has been tabled, but has yet to be approved. The Town and
Country Planning Act of 1980 constitutes the legal basis for the approval of the SDF and
future plans until such time as new legislation is enacted.

Special Detailed Plans (SDPs) as defined in the SDF will be subject to approval
procedures specifically including the approval of the Hon. Minister of Local Government
and Chieftainship on recommendation of the Town and Country Planning Board.
50
“Green Light” approval procedures , as defined by the Hon. Minister, will apply to all
other Detailed Plans (DPs).

As and when new legislation is enacted the relevant planning authorities and procedures
will be defined in terms thereof, in particular the role of MCC.

13.2 Developmental Programme

The following developmental targets and projections for the SDF, to a planning horizon
of 2030 are presented below in rounded figures.

13.2.1 Population and Demographics

The population of the MPA is projected to grow by approximately a quarter of a million,
mostly in the MUA - which is projected to double its population.

Based on the expectation that demographic trends will begin to balance out, with growth
being driven in part by natural growth and in part by a more balanced migration pattern,
both household sizes and school-age cohorts are expected to rise slightly.

The 2006 and projected 2030 scale of population, household and average school-age
cohort sizes are indicated in Table 12 below:

50
Including delegation of powers.

MUP&T Draft Final Report [155] October 2010

 MUA 2006 MPA 2006 MUA 2030 MPA 2030
Population ~ 248,000 ~ 294,000 ~ 485,000 ~ 550,000
Household Size (persons
~ 3.20 ~ 3.22 ~ 3.25 ~ 3.27
per household)
Households ~ 77,500 ~ 91,000 ~ 149,000 ~ 168,000
Average School Age
~ 1.82% ~ 1.87% ~ 2.00% ~ 2.00%
Cohort (%)
Average School Age
~ 4,500 ~ 5,500 ~ 9,700 ~ 11,000
Cohort (pupils/standard)
Table 12: Population, Households and Cohort Sizes, 2006 and Projected 2030

13.2.2 Spatial Area

Whilst the population of the City is expected to continue to grow rapidly, the expansion
of the urban footprint and built areas will be restricted. Population growth will primarily
be accommodated by significant increases in densities and the reduction of land
allocations (plot sizes per housing unit), particularly in all new developments and infill
areas.

The 2006 and projected 2030 scale of gross area, urban footprint, built area, densities and
average plot sizes are detailed in Table 13 below:

MUA 2006 MPA 2006 MUA 2030 MPA 2030

2
Gross Area (km ) ~ 143 ~ 386 ~ 143 ~ 386
2
Urban Footprint (km )) ~ 99 ~ 106 ~ 110 ~ 120
2
Gross Built Area (km ) ~ 61 ~ 67 ~ 90 ~ 102
Gross Residential Built
2
Area (km ) ~ 48 ~ 53 ~ 75 ~ 85
51 11
Average Residential 2 ~ 4,500 N/A ~ 6,500 N/A
Density (population/km )
Average Residential Land 11 11
2/
Allocation (m /household) ~ 650 N/A ~ 380 N/A
Table 13: Gross Area, Urban Footprint, Built Area, Densities and Average
Residential Land Allocations, 2006 and Proposed 2030

51
Since the majority of households and residences in the MPA, beyond MUA boundaries, are and will
remain rural densities and plot sizes therein are not relevant to the MIDF. Proposed MUA densities
and plot sizes will apply to urban areas within the MPA beyond MUA boundaries.

MUP&T Draft Final Report [156] October 2010

13.2.3 Housing
52
The existing housing stock in the MPA stood at some 77,500 units , over half multi-unit
53
residences (primarily Malaene ). The projected demand for housing by 2030 is
estimated at some 150,000 units in the MUA and a total of some 169,000 in the MPA.

To meet this demand, in consideration of implementation constraints, a supply capacity

of approximately 195,000 units needs to be planned. This will provide a reserve planning
capacity of close to 45,000 units, equivalent to some 30% of projected demand or 23% of
proposed capacity. This capacity is also required to compensate for the proposed
upgrading of existing Malaene, reducing the supply of such units by some 20% or
approximately 8,000 units. In total, a capacity for some 126,000 new housing units need
to be planned to enable the construction of some 80,000 new units.

The proposed capacity, estimated implementation rates and projected supply of housing
units in the MUA for 2030 is indicated in Table 14 below:
Potential Implementation Projected
Capacity Rate (%) Supply 2030
Single Unit Residences 2006 ~ 38,000 ~ 100% ~ 38,000
Multi-Unit Upgrade 2006 ~ 39,500 ~ (20%) ~ 31,500
Densification ~ 15,000 ~ 30% ~ 4,500
Infill ~ 60,000 ~ 67% ~ 40,000
Inner City Reserves ~ 12,000 ~ 85% ~ 10,000
New Developments ~ 29,000 ~ 85% ~ 25,000
Reserve for New Development ~ 4,000 0% 0
TOTAL ~ 197,500 ~ 77% ~ 149,000
Table 14: Proposed Capacity, Estimated Implementation Rates and Projected
Supply of Housing Units, 2030
The proposed mix for the supply of housing units in the MUA for 2030 is indicated in
Table 15 below:
2006 2030
% Units % Units
Malaene ~ 51% ~ 39,500 ~ 35% ~ 52,000
Apartments ~ 3% ~ 2,300 ~ 10% ~ 15,000
Row Housing and Semi-Detached Units ~ 1% ~ 700 ~ 25% ~ 37,000
Single Unit ~ 45% ~ 35,000 ~ 30% ~ 45,000
TOTAL 100% ~ 77,500 100% ~ 149,000
Table 15: Mix of Housing Units by Type, 2006 and Proposed 2030
52
2006 Census data.
53
Malaene are single storey hostel type “line-housing” divided into single room units, generally rented
to rural migrants.

MUP&T Draft Final Report [157] October 2010

13.2.4 Employment
The projected employment rate in the MPA by 2030 is indicated in Table 16 below:

Sector 2006 2030

54
Public 20,000 18% 40,000 19%
55
Business 31,000 28% 70,000 33%
Industrial 25,000 23% 49,000 23%
56
Informal 13,000 12% 18,000 8%
Domestic 6,500 6% 11,000 5%
Agriculture 7,000 6% 9,000 4%
Construction 5,000 5% 14,000 7%
Transport 2,500 2% 3,000 1%
TOTAL 110,000 100% 214,000 100%
Table 16: MPA Employment by Sector, 2006 and Projected 2030

The estimated 2006 and 2030 target distribution of employment and built space for non-
residential activities (economic and public services) is presented in Table 17 below.

2006 Estimate 2030 Target

Built Space Built Space
2 2
Area / Sector Employees (m ) Employees (m )
CBD 23,000 400,000 32,000 640,000
City Frame 13,000 200,000 20,000 400,000
Northern Industrial 10,000 250,000 13,000 325,000
Thetsane 12,000 300,000 14,000 380,000
Lakeside 1,000 20,000 3,500 70,000
Millennium Park (Industrial
Zone and Node) <500 - 19,000 475,000
Botsabelo - - 6,000 120,000
North Gate (City Gate and
Industrial Zone) 1,000 20,000 12,000 240,000
South Gate (City Gate and
Agro-industrial Zone) - - 7,000 140,000
Corridors, Nodes, Residential
Areas - Private Sector 9,000 60,000 19,000 380,000

Government, Local Government and Para-statals, excluding the Third Sector and the diplomatic corps.
Business, commerce, tourism, etc., including the Third Sector and the diplomatic corps.
Including casual labour.

MUP&T Draft Final Report [158] October 2010

 2006 Estimate 2030 Target
Built Space Built Space
2 2
Area / Sector Employees (m ) Employees (m )
Corridors, Nodes, Residential
Areas - Public Sector 11,000 150,000 25,500 330,000
Domestic Service 6,500 10,500
Agriculture 500 500
Construction 5,000 14,000
Transport 2,500 3,000
Total 95,000 1,400,000 199,000 3,500,000

Table 17: Distribution of Employment & Non-Residential Built Space in the MUA

13.2.5 Local Social Services

The proposed minimum and recommended land allocations for local social services in the
MUA to meet projected 2030 requirements are indicated in Table 18 below:

Community
Pre- Primary High Special Clinics /
/Social
School School School Education Hospital
MUA Services
Minimum Units for
Land Allocation 140 89 37 16 26/2 49/93
Minimum Land
2
Allocation / Unit (m ) 800 6,000 11,600 4,000 300/- 4,000/400
Minimum Land
Allocation (ha.) ~ 11 ~ 53 ~ 43 ~7 ~ 23 ~ 23
Recommended Land
2
Allocation / Unit (m ) 1,000 7,000 13,400 5,000 400/- 6,000/500
Recommended Land
Allocation (ha.) ~ 14 ~ 62 ~ 50 ~8 ~ 31 ~ 34
Table 18: MUA Land Allocations for Local Public Services, 2030

13.2.6 “Green” Elements and Open Space

The scale of the proposed “Green” elements in the MUA are indicated in Tables 19-21:
2
Primary Elements and Nature Reserves Area (km )
Berea Plateau (beyond MUA boundaries) ~ 20
Mpilo Hill ~1
Qoaling Mountain ~4
Likotsi Mountain ~2
Table 19: Scale of Proposed Primary Green Elements and Nature Reserves

October
MUP&T Draft Final Report [159] 2010
 Public Open Space (excluding Primary Per Capita Land MUA Urban Land
2 2
Elements and Nature Reserves) Allocation (m ) Allocation (km )
Primary City Scale Elements
(including Woodlands) 5.0 ~ 3.0
Local Neighbourhood Scale Elements 5.0 ~ 3.0
TOTAL 10.0 ~ 6.0
Table 20: Scale of Proposed Public Open Space
2
Trees after Saplings Area (km )
Trees and Saplings (MPA) Thinning Required
Households 300,000 360,000
City Woodlands 100,000 200,000 ~ 2.0
Orchards 450,000 540,000 ~ 10.0
Forests 350,000 700,000 ~ 213.0
TOTAL 1,200,000 1,800,000 ~ 36.0
Table 21: Scale and Distribution of Trees and Saplings

13.2.7 Movement and Transportation

The projected scale of demand for transportation and the estimated modal split in the
MPA are indicated in Table 22 below:
2009 2030
Unit
Estimate Target
Transit Passenger Trips Million 48 71
Auto Person Trips Million 31 80
Pedestrian Trips Million 72 145
Total Trips Million 151 295
Total Trip Distance Million Km. 633 1,091
Total Trip Time Million Hr. 65 139
Average Trip Distance Km. 13.20 13.70
Average Trip Time Min. 26 28
Table 22: Scale of Demand for Transport and Modal Split in the MPA, 2030

MUP&T Draft Final Report [160] October 2010

13.3 Urban and Spatial Systems

13.3.1 Development Boundary Cordon

Cordoning of the City‟s development boundaries is essential to enabling effective and

efficient urban development, inducing densification and thereby enabling the provision
and/or upgrading of infrastructure and services and protecting both environmentally
sensitive areas and agricultural land.
MUA MPA

Map 46: Maseru Urban Edge

13.3.1.1 Cordoning Development (Action Plan)

Cordoning of the City‟s Development Boundaries requires, inter alia:
Clearly defining and protecting the Urban Edge and Cordon as per Map 46 above;
Clearly defining and protecting the Restricted and Prohibited Development Areas (see
Section 13.3.12 and Map 74 below);
Urgently drafting, approving and implementing Rules and Regulations for the protection of
the Urban Edge and for the development of “Buffer” functions;
Systematic, coordinated planning of Maseru, and Mazenod, as well as the rural areas beyond
the Urban Edge in the MPA;
Ensuring the adequate supply of planned, registered plots to meet current and projected
housing demand;

MUP&T Draft Final Report [161] October 2010

Introducing, enabling and promoting alternative, competitive land-uses, specifically
57
commercial agriculture, viticulture, and forestry ;
Enabling and promoting non-commercial forestation of Restricted and Prohibited
Development Areas where appropriate;
Development of land extensive “buffers” (barrier functions) including:
Relocated Agricultural Institutions (e.g. LAC, Agricultural Research Station),
Forests and Nurseries,
Military Barracks,
Prison and Training
School,
Land extensive parks,
Land extensive sports and
recreation facilities (e.g.
golf courses, race course,
country clubs, etc.),
Nature Reserves,
City-scale Cemeteries.
Development of limited access
roads beyond the Urban
Edge, as well as in, and
adjacent to, Restricted and
Prohibited Development
Areas;
Map 47: Required Barriers on the Urban Edge
Provision of infrastructural development, utilities and services to those areas designated
for development, including designated, cordoned rural villages. And, concomitantly
not providing urban infrastructure, utilities and services to areas not designated for
development.

13.3.2 Inner-City Land Reserves

Development of inner-city land reserves, providing housing, employment, “green” open

space and services, optimising the utilisation of existing infrastructures and enabling
development in readily accessible areas, is clearly preferable to development beyond the
urban edge.
2
Inner city land reserves are estimated at approximately 5.7 km , excluding areas of
natural value for preservation. These can provide employment opportunities and housing
solutions for a population of some 33,000 persons, at a gross density of approximately

Development of commercial agriculture and forestry is required at minimum to levels of productivity

and profitability which bestow land values out-pricing informal housing.

MUP&T Draft Final Report [162] October 2010

 2
6,500 persons/km . This will require the planning of most of the reserves for residential
2
use at relatively high density (approx. 2,500 units/km ) to a capacity of 12,000 units,
assuming 85% implementation, whilst ensuring adequate land allocation for employment,
open space, infrastructure and services.

Map 48: Primary Inner-City Land Reserves for Planning and Development

It is important to note that inner-city plots retain relatively high value in comparison to
peripheral areas and hence the relocation of land-extensive institutions and facilities is
economically justifiable in its own right – over and above the saving accumulating from
the utilisation of existing infrastructures and services. As such, interim financing by the
State is justifiable in the absence of appropriate private funding.
All development of inner-city land reserves must be undertaken in a manner ensuring:
The provision of comprehensive urban standard infrastructural development (water,
drainage, sewage, roads and sidewalks, street lighting, electricity, etc.), where
possible. At minimum, provision for such comprehensive urban standard
infrastructural development, specifically including ROWs;
Adequate allocation of land for public services and for public open space;
Moderately higher density housing built to a reasonable standard;

MUP&T Draft Final Report [163] October 2010

Construction of public service facilities and development of the public space in parallel with
construction and prior to occupation, where possible;
Development of “model” houses and free provision of model construction plans for higher
density development (see Section 13.3.4).
13.3.2.1 Developing Inner-City Land Reserves (Action Plan)
Development of inner-city land reserves is to be achieved by the:
58
Release of Inner-City Land Reserves through the coordinated relocation of:
Agricultural Institutions (e.g. LAC, Agricultural Research Station, etc.),
The Inner-city (military) airport,
The Race Course,
The Ratjomose Military Barracks,
Prison and Training Schools,
Some Central High Schools.
Systematic development of Botsabelo for mixed institutional, business and relatively high-
density medium to low-rise housing.
Systematic planning of the land reserves with the following priority:
First Priority – Botsabelo (SDP);
Second Priority – Airport and LAC with Agricultural Research Station (SDP); and
the Race Course (DP);
Third Priority – Ratjomose Military Barracks; Prison and Training Schools (DP);
Central High Schools (to be planned as an integral part of the planning of the
Institutional Precinct as detailed in Section 13.3.8 below).
Mobilisation of the Private Sector to initiate, plan, finance and develop inner-city land
reserves, in joint venture with the MCC, Government and/or relevant institutions.

13.3.3 Infill Development

Extensive land reserves exist in the more peripheral areas of the City appropriate for infill
development - undeveloped, uncultivated, low environmentally-sensitive open space
located between and immediately adjacent to built areas. These reserves can and need to
be developed primarily to provide housing and enable the development of “green” open
space and public service facilities. Where possible such development should utilise
existing infrastructures or alternatively facilitate infrastructural development for both new
construction and for adjacent built areas.

58
Where relevant, to appropriate locations to function as “buffers” on the Urban Edge.

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 2
“Infill” land reserves are estimated at approximately 29 km (excluding areas of natural
value for preservation) and constitute the primary land reserves in the City. These
reserves can provide a theoretical capacity of some 60,000 units. Assuming a 67% rate of
implementation an estimated 40,000 housing units, at a gross density of above 2,000
2
households/km , can be developed whilst simultaneously ensuring adequate land
allocation for open space, infrastructure and services.
The distribution of “infill” potential by TAZ is indicated in Map 49 below:

Map 49: MUA Infill Potential

A typical example of “infill” potential for housing (depicted yellow), public services
(orange) and public open space (green) in Maseru, 3.5 km from the City Centre, is
presented in Figure 60 below: 13.3.3.1 “Infill Development” (Action Plan)
The development of “infill” land reserves requires:
Systematically increasing inner-city land values, by constraining sprawl and limiting the
supply of land for development to planned inner-city reserves including “infill”
areas;

MUP&T Draft Final Report [165] October 2010

Figure 60: Example of Infill Potential in Maseru
Prioritisation of detailed planning to the appropriate areas;
Prioritisation of Land Regularisation to the appropriate areas facilitating infill;
Prioritisation of infrastructural development (water, electricity, roads, drainage);
Financial incentives including mortgages and preferential infrastructural connection fees
(water, sewage, electricity) for higher density development;
Mobilisation of the private sector to initiate, plan, finance and develop “infill” land reserves,
in joint venture with relevant institutions.
Implementing proposals detailed in Section 13.3.4 below.
All development of “infill” land reserves must be undertaken in a manner ensuring:
Pre-planned linkage and continuity of development with access to existing services and
facilities in adjacent built areas and/or provision of services and facilities lacking in
adjacent built areas;
Development of infrastructures or alternatively ensuring provision for future
infrastructural development (water, drainage, sewage, roads and sidewalks, street
lighting, electricity, etc.);
Adequate allocation of land for public services and for public open space;
Moderately higher density housing, built preferably to reasonable standard, or alternatively
to basic standards with provision for future upgrade.

MUP&T Draft Final Report [166] October 2010

13.3.4 Built Area Densification

As with the inner-city and “infill” land reserves, detailed above, extensive land reserves
exist within built areas of the City. These include vacant plots and relatively large plots.
Much of this phenomenon derives from the system of traditional allocation of land by
2
Chiefs. The traditional size of the "plot" allocated is 30 x 30 paces or roughly 750m .
These are large plots, in unplanned layouts, which, by their very nature, give rise to
inefficient spatial structures and utilisation of land. In some cases the allocation of land is
completely haphazard. In many cases land allocation is not documented, let alone
surveyed. In some cases it is possible to conduct a
reasonable (in town planning terms) ex-post
regularisation of landholdings, in other cases it is
virtually impossible

Since land is cheaper on the outskirts of the city

this land is often initially developed at low
densities. Moreover cheap land enables
incremental development of acceptable housing. It
is, however, unacceptable that this land be
allocated and developed haphazardly so that
community facilities are not catered for and the
provision of adequate infrastructure becomes
almost impossible.

Densification can theoretically increase housing

capacities in the City by some 15,000 units.
However, implementation will be difficult and
limited (estimated at 30%) and can be reasonably
expected to provide 4,500 housing solutions, for
some 14,500 population, by increasing net
densities.
Figure 61: Generic Examples of Densification Options
The distribution of densification-potential by TAZ is indicated in Map 50 below.
13.3.4.1 Increasing Densities of Built Areas (Action Plan)
Densification of built areas requires:
Systematic increase of inner-city land values by constraining sprawl and limiting the
supply of land for development to planned inner-city reserves including areas
designated for densification;
Prioritisation of detailed planning to the appropriate areas;
Use of the Land Regularisation Process to achieve higher densities;

MUP&T Draft Final Report [167] October 2010

Map 50: MUA Built Area Densification Potential

Figures 62-64: Examples of Higher Density Housing

MUP&T Draft Final Report [168] October 2010

Prioritisation of the Land Regularisation to the appropriate areas;
Prioritisation of infrastructural development (water, electricity, roads, drainage);
Financial incentives including mortgages and preferential infrastructural connection fees
(water, sewage, electricity) for higher density development;
Implementation of elements and actions detailed in Section 13.3.5 below.

13.3.5 Housing Densification and Upgrade

Implementation of the above requires the active promotion of higher density development
and upgrading of the built housing stock, in both new developments and in built
residential areas.

Moderately higher housing density, cost efficient housing types and development options
appropriate to Maseru include:
2
Small single storey houses on small plots (200-300 m ) which may, in the future, be
extended as double storey units;
2
Double-storey large modern houses requiring intermediate size plots (300-400 m );
2
Parcelisation of, or sectional title for, relatively large plots (650-750 m ), allowing for
construction of two or more houses or the addition of one or more houses to an
existing structure, be they detached single or double storey or semi-detached – with a
2
minimum land allocation of 280 m per unit;
2
Parcelisation of, or sectional title for, medium size plots (450-650 m ) allowing for two
semi-detached houses, be they single or double storey– with a minimum land
2
allocation of 225 m per unit;
2
Parcelisation of, or sectional title for, large plots (750-1,250 m ) allowing for 3-6 row-
housing units, be they single storey, double storey or triple storey – with a minimum
2
land allocation of 200 m per unit;
2
Parcelisation of, or sectional title for, medium size plots (450-650 m ) with malaene
allowing for their conversion to semi-detached houses or row-housing units – with a
2
minimum of land allocation 200 m per unit;
2
Parcelisation of, or sectional title for, large plots (750-1,250 m ) with malaene allowing
for their conversion to 3-6 row-housing units, be they single, double storey or triple
2
storey – with a minimum land allocation of 200 m per unit;
2
Sectional title for large plots (upward of 1,000 m ) for 3 storey walk-up apartment
2
blocks with a minimum land allocation of 150 m per unit including on-site parking
– located within a designated development corridor or node;
2
Sectional title for large plots (upward of 1,200 m ) for 4-6 storey elevator-serviced
2
apartment blocks, with a minimum land allocation of 120 m per unit including on-
site parking – located along a designated development corridor or within a
designated node or where appropriate in the City Frame as detailed in Section 13.3.8
below;

MUP&T Draft Final Report [169] October 2010

 2
Sectional title for very large plots (upward of 1,500 m ) for 8-12 storey multiple
elevator-serviced apartment blocks located within the CBD.

13.3.5.1 Enabling Housing Densification and Upgrade (Action Plan)

Densification requires:
Rapid implementation of the ongoing Land Regularisation Project including, where
59
possible, subdivision of large plots , determination of suitability for multi-unit
sectional title development and the subdivision of un-built parcels of land within
built-up areas for future allocation;
60
Urgent enactment of Sectional Title legislation presently under preparation ;
Definition and implementation of Rules and Regulations for construction and development
in Residential Areas;
Planning and/or re-planning of all un-built areas, including small tracts, along the
Development Corridors and in Nodes allocating all proposed residential plots to
61
multi-unit development (row-housing, malaene and/or apartments) with a
2
maximum average land allocation of 250 m per housing unit;
Systematic planning of new developments, infill and built area densification with
2
appropriate plot sizes (maximum average land allocation of 300 m per housing unit
2
for new developments and for “infill” and a maximum average of 400 m per
housing unit for built area densification);
Subjecting the combination of adjacent plots, be they by direct sale or indirect purchase,
and the sale of plots allocated for multi-unit development for the construction of
single housing units, to significant premium fees to be defined by LHLDC in
consultation with the MCC and LSPP as relevant;
Restructuring of infrastructural connection fees for housing ensuring cross-subsidisation
2 2
of small plots (under 300 m per housing unit) by larger plots (over 400 m per
housing unit), with progressive fee structures to be defined by WASA and the
LEC ,in consultation with the MCC;
Prioritisation of infrastructural development to higher density residential areas;
Provision of “model” housing solutions including:
Commissioning an open Architectural Competition for the design of medium to
moderately high density, low to moderate cost housing solutions for assorted
62
categories of residences with alternate standards and technologies - appropriate
to diverse economic capacities whilst meeting minimum standards.

59
Cadastral definition of subdivision, without on-site pegging and without detracting from ownership
rights.
Sectional Title is incorporated in the Lands Act 2010, however the mechanisms have yet be defined.
Specific legislation is reportedly being drafted presently.
New Malaene will be pre-designed to enable future upgrading to row-housing.
e.g. Malaene upgrading, upgrading of old single unit housing, addition of new housing units on built large
plots, expanding “core” housing, row-housing, semi-detached units, double storey units on small and
intermediate size plots, etc.

MUP&T Draft Final Report [170] October 2010

 Selection of 4-5 designs in each category for free distribution to individuals;
Construction of “model” homes based competition designs, one per category, to
serve as examples for home-builders;
Provision of one hour free architectural and engineering consultation for individuals
wishing to adapt selected competition designs.

13.3.6 Planning of New Developments

Assuming infill, densification and development of inner-city land reserves, as detailed
above, an additional 25,000 housing solutions will be required in the MUA by 2030.

Assuming a very high implementation rate of some 85% in new areas, a theoretical
capacity of 29-30,000 units will have to be planned to effectively provide housing
solutions for a population of at least 80,000. Assuming gross densities of approximately
2 2
2,500 units per km , an additional 12 km will be released for development.

13.3.6.1 Planning of New Developments (Action Plan)

Systematic planning of DPs for new developments will be undertaken with the following
priorities:
First Priority - The Millennium Quarter in the South of the City to be planned in
conjunction with the planning of the Millennium Corridor and Node and the
extension of the Millennium Park Industrial Zone in the framework of a MP. The
Millennium Quarter should provide the bulk of the required new development
capacity, upwards of 20,000 units, in addition to significant infill in adjacent existing
built areas. This area specifically includes developments already planned but as yet
undeveloped and/or not allocated, which may be densified.
Second Priority – “North Gate” (North Khubetsoana/Ntširele) for a potential capacity of
2,500-3,000 units to be planned in conjunction with the planning of the “North Gate”
Complex and Industrial Zone in the framework of a MP.
Third Priority – Extension of the Southern Corridor from the edge of the Millennium Park
Area to the Abia junction for a potential capacity of some 4,000 units.
Fourth Priority – Koalabata in the North of the City, for a potential capacity of 1,500-2,000
units.
A development reserve around Ha Bosofo and Masianokeng to the South-East of the
City, in part beyond the MUA boundary, with a capacity of an additional 3-4,000
units, is identified as a final additional option for new development to the planning
horizon of 2030. However, this option will only be implemented after a
comprehensive assessment of implementation of all other options and in the event of
rapid, unexpected population growth.

MUP&T Draft Final Report [171] October 2010

Map 51: MUA New Development Potential

13.3.7 Concentrating and Distributing Development and Services

Economic development generally requires the concentration of both supply and demand
in limited accessible geographic areas. Such concentration enables, on the supply side,
the attainment of economies of size and economies of agglomeration and enables the
63
provision of high standard but relatively expensive infrastructures and support
64
services . Hence such concentration is essential in smaller and poorer cities, such as
Maseru. On the demand side it creates the opportunity to attain essential demand
thresholds to justify higher order and higher standard services, both public and private,
despite the population‟s limited purchasing power, whilst allowing the consumer
relatively quick and easy physical access to a wide variety of services and goods.

e.g. state-of-the-art communications infrastructure and high standard, dedicated high frequency public
transport infrastructure and services, high standard development of the public space, etc.
e.g. banking and finance, specialist professional services, advanced technological support services, etc.

MUP&T Draft Final Report [172] October 2010

Conversely excessive concentration increases the demand for motorised trips, inducing
congestion, requiring significant infrastructural investment and increasing the direct
(cash) and indirect (time) costs of transport. As in the case of Maseru, it also often
constrains the access of the poor to services and opportunities including essential
services.

Similarly, excessive concentration increases demand for land and property in the City
Centre, raising prices and inducing excess densities. Whilst Maseru has yet to reach this
point, the high densities in the Ranks and Markets Area are indicative of the trend.

The approach adopted to achieve the required balance for Maseru for the coming
generation involves the systematic development of a balanced hierarchy of service and
activity concentrations distributed throughout the city, including:
The CBD - wherein high order, land intensive activities and services requiring high
accessibility will generally be concentrated, as detailed in Section 13.3.8 below.
The Markets Pedestrian Precinct - wherein lower order, high density, land intensive
activities and services requiring high accessibility will generally be concentrated, as
detailed in Section 13.3.8 below.
The City Frame - wherein medium to high order, less land intensive activities and
services requiring moderate levels of accessibility will generally be distributed, and,
where relevant, mixed with residential functions, as detailed in Section 13.3.8 below.
Integrated Development Corridors - along which transportation services, and
specifically PT, will be concentrated; and along which relatively high density
residential development and assorted, appropriate activities and services of medium
to low order with medium to low space intensive requirements and with low city-
scale or moderate local scale accessibility requirements will generally be distributed
and mixed, as detailed in Section 13.3.9 below.
Corridor Nodes - specific points of opportunity along the Integrated Development
Corridors, generally located at major road junctions and major PT stops, wherein
relatively high density residential development and assorted, appropriate activities
and services of medium to low order, with medium to high intensity spatial
requirements and with moderate to low city-scale or moderate to high local scale
accessibility requirements will generally be concentrated, albeit, at least initially, on
very limited scale, as detailed in Section 13.3.9 below.
City Gates - location specific “Gateways” to the City wherein specific functions are
concentrated, as detailed in Section 13.3.10 below.
Business Zones - for higher order economic activities requiring very high standard
infrastructure and services and higher order space extensive retail with lower location
costs than the CBD.
Industrial Zones - for manufacturing and logistical functions, as detailed in Section 13.3.15
below.

MUP&T Draft Final Report [173] October 2010

Residential Areas - in which appropriate low order, low intensity and limited to direct
local demand activities and services will generally be distributed and in which
65
inappropriate functions prohibited.

13.3.8 Maseru City Centre

Maseru‟s City Centre, located at the historic core of the City‟s semi-radial structure,
functions as the predominant, almost exclusive, business and service centre and the
primary employment zone of the City. Functionally and spatially the City Centre is
composed of a clearly identifiable CBD core surrounded by a large City Frame, with each
frame element retaining its own distinct function and form.

The City Centre, core and frame together, attracts some 36,000 workers, with
approximately 50,000 AM peak inward trips per day; but with limited afternoon, evening
66
and night inward trips . By 2030 the number of employees is projected to rise to some
52,000 with over 75,000 AM peak inward trips per day and with afternoon, evening and
night inward trips rising dramatically, for shopping and entertainment purposes. As such,
the City Centre has to adapt to absorb and enable this higher level of activity whilst
upgrading to provide an appropriate level of amenity.

Map 52: Maseru City Centre

Such as workshops, animal husbandry and shebeens, etc.

Partially for shopping and primarily industrial area employees walking or taxiing to the “ranks”.

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13.3.8.1 The CBD

The CBD is to serve as the primary, high-order business and service centre in the City,
and indeed in the country as a whole, serving as Lesotho‟s “showcase” to the region and
the world.

The CBD will house most government and public services which attract and directly
67
serve significant numbers of public clientele on a daily basis . This is alongside higher-
order business and professional services which attract and directly serve relatively
significant numbers of clientele on a daily basis and/or require high accessibility or
68
prestigious location .
The combined purchasing power of CBD workers, particularly that of private sector
employees, together with the clientele the institutions attract concentrate the highest
levels of demand for retail services in the country and attain higher order thresholds. As
the economy grows and the CBD itself grows the levels of demand and thresholds
attained will rise. These in turn will attract more demand, particularly that of the middle
class, attaining even higher thresholds. As such, commercial services are expected to
69
continuously upgrade with high order outlets systematically displacing lower order
70
components of the present retail mix. These will move out into both the City Frame and
residential areas, primarily along the Integrated Development Corridors. In response to
the scale of passing trade, changing consumption patterns and increased purchasing
71
power , restaurants, tea and coffee houses and pavement cafes, are expected to
(re)appear in the CBD, laying the basis for the development of a range of entertainment
services in their vicinity, some within the CBD itself and most in the City Frame.

Land and property values in the CBD are expected to increase significantly over the
planning horizon and if the CBD is redeveloped to a high standard the increase in values
will be considerable, with demand significantly outpacing supply.

However, the CBD in its present structure and form is unable to facilitate the above
functions on the projected scale and, more importantly, to the standards required.

Hence, the CBD needs to be re-planned, restructured, re-designed and upgraded to meet
projected needs, including:
Significantly increasing its physical carrying capacity (the construction of built areas for
office, retail and entertainment uses) and movement carrying capacity (primarily
pedestrian and PT);

e.g.: passport office and in the future population registration offices, state and municipal tax and revenue
services, hospital or day-hospital, most licensing functions, etc.
e.g. banking, finance and insurance; corporate headquarters be they local corporations or branches of multi-
nationals; larger accounting and legal practices; marketing and advertising, travel agencies, etc.
e.g. jewelry and select gift shops, fashion boutiques, designer and name-brand outlets, office oriented retail,
etc.
e.g. household goods, discount stores, bric-a-brac, etc.
Both of which are expected to change significantly.

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Strengthening its identity with clear branding, signifying both what belongs in the CBD and
what does not;
Providing international standard infrastructure and services (transportation and
movement, communications, utilities, sanitation, gardening, etc.) and resolve
infrastructural problems (flooding, pedestrian safety, etc.);
Providing high standard retail, entertainment and support services;
and more.

13.3.8.2 Developing the CBD (Action Plan)

Comprehensive detailed re-planning, a SDP in the framework of a City Centre MP,
specifically including:
Significant Urban Design and Landscaping inputs;
Clear 3-dimensional spatial definition of the CBD including clearly legible spatial
indicators as entrance “gates” (large scale circles at the Basotho Hat and the
Cathedral extremities); redevelopment of Kingsway as a pedestrian oriented strip
72
designed to function as an open-air mall; distinct sky-line ; distinct structured
outer boundaries, etc.;
Special elements as high standard, high intensity parks and gardens; National Library
73 74
and Knowledge Centre ; National Museum ; well preserved, accessible historic
buildings; appropriate street furniture (seating, lighting, etc,); assorted Basotho
culture oriented, artistic elements (sculptures, fountains, street art, etc.) and more;
Appropriate standards for the integration of Traditional and/or Colonial design
elements and local material exterior finishes in all new construction;
Clear pedestrian orientation east-west (along Kingsway) and north-south (crossing
through the CBD).
Definition and implementation of Rules and Regulations for construction and development
in the CBD in the framework of the SDP;
Definition and implementation of Rules and Regulations for construction and development
of Multi-storey Buildings and Complexes;
Utilisation of remaining land reserves for both new construction and development of high
intensity “Green” elements;
Systematic staged reconstruction of selected sections of the CBD (particularly on the
eastern end), for both new construction and development of high intensity “Green”
elements;

Probably 12 storeys. Maximum and minimum construction height constraints need to be determined in the
MIDF with due consideration for urban design and landscaping consideration, parking requirements and
fire safety considerations. Minimum design and safety standards also need to be defined in the MIDF.
Existing facility and function to be upgraded.
If possible, located in the present Ministry of Defense compound.

MUP&T Draft Final Report [176] October 2010

Provision of high standard, high frequency PT services to and within the CBD, the cessation
of “4+1” operations and the prohibition of “honking” in the CBD;
75
Incorporation of adequate off-street parking in all new construction ;
Planned upgrading of infrastructures including below ground electricity,
communications, water, sewage and drainage systems and particularly
telecommunications to meet projected demand to international standards, to be
implemented systematically and in coordination with the upgrading of public space;
76
Introduction of extended trading hours .

13.3.8.3 Markets Area Pedestrian Precinct

The present Markets Area, an effective extension of the CBD - housing the PT “ranks”,
supermarket, budget retail shops, open markets and numerous informal traders - is the
most intense area of activity in the City, particularly during PM peak hours. The
combined density, intensity, low standard construction and disorganization makes the
area one of the least pleasant, least efficient and least attractive areas of the City.
However, the area retains significant opportunity given its location and accessibility.

The proposed reorganization of PT, detailed in Sections 13.4.2 and 5.2 below will
eliminate the need for most of the “ranks”, relieving pressures and releasing essential
land, allowing for the upgrading and development of the area. Moreover, produce market
functions will be relocated to the City Gates (wholesale) and to the Development
Corridors, Nodes and Residential Areas (retail), relieving pressures and allowing for the
systematic upgrading of the Markets Area.

The area bound by Moshoeshoe in the West, Airport Road in the North, Rantsala Road in
the East and Main North Road in the South, will be developed as a pedestrian oriented
precinct functioning as an extension of, and integrated with, the CBD, with a defined core
and buffer areas.

The precinct will house and provide lower order, high density, land intensive and high
frequency demand activities and services, which require both relatively high accessibility
and low location costs and hence cannot compete for space in the CBD itself - all in a
limited, well developed, well organised, aesthetic and serviced area.
The precinct‟s core will house a wide range of functions and uses including: discount and
77
budget retail; street-front retail and markets ; fast food outlets; popular entertainment
78
and amusement functions ; artisan studios and workshops and more. Generally no
residential or office functions will be located in the precinct‟s core.

To meet the needs of the proposed development itself & compensate for limitations of on-street parking.
To at least 10 PM. for retail activities and 2 AM. for entertainment.
Progressively moving from produce to household goods, budget clothing, materials, boutique foods, bric-a-
brac, tourism oriented trinkets and ornaments, music, etc.
Clubs, night-clubs, discotheques, pubs, shebeens, etc.

MUP&T Draft Final Report [177] October 2010

The precinct‟s buffer area, the present residential areas, will mix residential uses,
including tertiary education student multi-storey hostels and multi-storey office
development, with such uses as restaurants and “braais”, artist and artisan studios and
workshops, serving to buffer the core from the adjoining residential area.

Land and property values in the precinct may be expected to increase significantly over
the planning horizon if the area is redeveloped. However, if the area is not redeveloped
and the “ranks” are removed, the attractive power of the markets is likely to decline and
the area will probably be dominated by the informal sector with slum-like characteristics
and marginal and socially undesirable functions locating on the very edge of the CBD.

13.3.8.4 Developing the Markets Area Pedestrian Precinct (Action Plan)

The development and upgrading of the Markets Pedestrian Precinct requires:
Reorganisation of the PT system, as detailed in Sections 13.4.2 & 5.2 below, ensuring
provision of high standard, high frequency PT services to the precinct and enabling
the closure of most “ranks”;
Development of the proposed Integrated Development Corridors, Nodes and City Gates, as
detailed in Sections 13.3.9 and 13.3.10 below;
Comprehensive detailed re-planning as an integral element of the proposed planning and
design of the CBD SDP noted above specifically including:
Significant Urban Design and Landscaping inputs;
Clear 3-Dimentional spatial definition of the precinct including clearly legible spatial
indicators as pedestrian oriented perimeter roads (Moshoeshoe, Airport and
Stadium Roads, Main North Road); structural elements designating the core and
the buffers, redevelopment of the inner core as a pedestrian oriented open-air
market; distinct pedestrian friendly sky-line (4-storeys in the buffers and 3-storeys
79
in the core) , etc.;
Special elements, such as covered markets, pavement cafes, organised sidewalk
stalls, artistic elements (sculptures, street art, etc.) and more;
Appropriate safety standards and elements (emergency vehicle access, safety
barriers, surveillance facilities and systems, adequate water pressure for
combating fires, etc.);
Preservation of historic buildings;
Clear pedestrian orientation throughout the precinct.
Restructuring of the pedestrian movement network including:
Restructuring and reorganisation of the “Thibella Rank” as a bus terminus and
closing other “ranks”;

79
Maximum and minimum construction height constraints need to be determined with due consideration
for urban design ,landscaping, parking and fire and public safety requirements.

MUP&T Draft Final Report [178] October 2010

 80
Airport and Stadium Roads developed as dual lane one-way streets with wide high
standard sidewalks and on-street parking where possible;
Streets linking Main North and Airport Roads and all inner core streets, organised as
single lane one-way streets with high standard sidewalks and parking limited to
loading bays only;
Inner core streets organised as single lane one-way streets with wide high standard
sidewalks, parking limited to loading bays only or as dedicated pedestrian routes;
Organised gardened parking around the Pitso Ground and the Stadium.
Utilisation of the limited existing land reserves and the land released by the closure of
some “ranks”, primarily for the development of high intensity parks and gardens
and/or for gardened parking;
Upgrading of the Pitso Ground as an open-air public entertainment facility;
Systematic reconstruction of selected sections of the precinct, particularly in the buffer
zones with construction and development of multi-storey residential and office
functions including on-site parking;
Systematic upgrading of infrastructures and services with emphasis on public space
(roads and sidewalks, lighting and street furniture), policing and security, public
toilets, sewage and adequate water pressure for safety requirements;
“Green” linkages to Central Park and to the proposed “Green and Blue” network;
Special attention to ensuring public safety and security including physical elements detailed
herein above, 24 hour policing and para-medical services;
81
Extended trading hours .

13.3.8.5 City Frame

The CBD “spills” over into adjoining areas, with varying intensity, in all directions.
Generally these areas function as a “City Frame” around the CBD core wherein varied
medium to high order, relatively lower intensity uses, requiring reduced location cost and
with lower accessibility requirements, are distributed and mixed with residential
functions. Each section of the frame retains its own characteristics and specific fields of
specialisation

These functions are essential to the functioning and development of the City and need to
be enabled and nurtured. The specialization of each element of the frame confers a
distinct identity to the element and allows for economies of agglomeration. The frame
also serves to support both the CBD itself and the Markets Area, significantly
contributing to demand levels in both.

The following elements (effectively sub-zones) of the City Frame are recognisable and
their potential fields of specialization are evident in the present mix of uses:

With Stadium Road widened on its Western end.

To 10 p.m. for retail activities , 12 p.m. for enclosed restaurants in the buffer, unrestricted in the core.

MUP&T Draft Final Report [179] October 2010

The Maseru West Frame -incorporating Old Europa and Maseru West, from the River
and the Western By-pass to, but excluding, the Moshoeshoe Road Corridor, with
mixed institutional, business office and residential uses, limited tourism facilities and
significant “Green” elements.
This mix will be retained and these functions will be extended with significant
densification of the entire area. Infrastructure is of relatively high quality but gaps
exist and these need to be closed.
The Moshoeshoe Integrated Business Park and Corridor - presently an incipient
corridor stretching from the Northern Industrial Zone to the Markets, with
intermittent institutional and business offices and space extensive commercial
functions, together with educational institutions, some industry and some residential
uses. The “Mini-Northern” By-pass, the proposed BRT and Circle bus lines and the
proposed Moshoeshoe Pedestrian Route are planned along the route, creating
significant opportunity and the pre-conditions for intensive development.
This corridor will be developed as a relatively high density Business Zone mixing
institutional, business and, if possible, hi-tech offices with appropriate support
services and commercial functions.
The Lower Thamae Institutional Precinct -on both sides of Main South Road to, and
including, the NUL City Campus, with numerous land-extensive schools and
82
institutions together with some industry (e.g. bakery) and limited housing. The
precinct‟s location, high accessibility and low intensity development endow it with a
unique opportunity which needs to be realized.
The precinct‟s institutional character is to be preserved with significant densification
and upgrading. First and foremost in the educational sector is to be upgraded from
Primary and Secondary education to Tertiary education. The precinct constitutes the
optimal location for the proposed Second University. The precinct also constitutes an
appropriate location for national and regional institutions, such as the National
Theatre, Sculpture Park, National and Regional Research Institutes, National
Auditorium, Music Conservatory, etc. Appropriate office development and relatively
high density housing should be integrated in the precinct.
Mpilo Hill and the Southern Frame - stretching over Mpilo Hill from Mpilo Road to
Pioneer Road houses assorted institutions, including Parliament, the Supreme Court,
government offices, school and prison together with tourism (hotel), a wide variety
of low density housing, the new Pioneer Commercial Centre and extensive highly
sensitive open space and natural assets, including a relatively large concentration of
indigenous flora.
Given this unique mix and high natural value and sensitivity, Mpilo Hill, from the
lower western tree-line to the Mpilo Road/Kingsway Bypass, should be preserved

82
Cathedral, Church, Convention Centre, NUL campus, etc.

MUP&T Draft Final Report [180] October 2010

 and developed as the National Botanic Gardens. Development of the balance of the
southern frame will to be limited and of relatively low elevation and low density.

13.3.8.6 Developing the City Frame (Action Plan)

The development and upgrading of the various elements of the City Frame will include:
Detailed planning of each of the elements, all SDPs guided by the City Centre MP;
Reorganisation of the PT system, to improve the accessibility to the different elements;
Planning and development of the Maseru West Frame will include:
Enabling the development of higher density, high standard “town-housing”;
Enabling the construction and development of low-rise, high standard, “Greened”
office complexes;
Assessment of the option of relocating the golf-course to allow for the development
of relatively high density residential and business functions together with a sports
complex and an extensive park;
83
“Greening” public space by adjacent property owners to set, agreed standards ;
Upgrading drainage, street lighting, on-street parking, sidewalks, etc..
Planning and development of the Moshoeshoe Corridor Business Park will include:

Detailed planning with distinct Urban Design, Landscaping and Urban Economic
inputs in the framework of or guided by the City Centre MP;
Enabling and encouraging the development and construction of medium rise (6-8
storey) office buildings;
Requiring all new construction along Moshoeshoe Road to front directly, with
appropriate set-backs, onto the street and incorporate an appropriate mix of
restaurants, coffee and tea shops, fast food outlets and large showrooms along the
street-front;
Upgrading of the corridor including road, bus priority lane, circles, high standard
pedestrian routes, lighting, street furniture, etc.;
Introduction of the BRT and the Circle bus routes;
Increased accessibility with the development of the Mini-Northern Bypass;
Significant upgrading of infrastructure, and particularly communications
infrastructure, to “state-of-the-art” international standards. If possible in
conjunction with the upgrading of CBD infrastructure;
Off-street parking;
Upgrading of the existing educational facilities to high standard technological
Tertiary educational institutions.
Planning and development of the Lower Thamae Institutional Precinct will include:

83
e.g. “Green” fences, grassing or paving and tree-lining and/or gardening sidewalks, etc.

MUP&T Draft Final Report [181] October 2010

 Detailed planning with distinct Urban Design and Landscaping and Urban Economic
inputs in the framework of or guided by the City Centre MP;
Enabling and encouraging the relocation of Primary and Secondary schools to
84
residential areas ;
Enabling and encouraging industrial functions to relocate to the Industrial Zones;
Relocating inappropriate public sector functions;
Enabling and encouraging the development and construction of low rise (3-4 storey)
office buildings (institutional and private sector), as well as residential apartment
complexes;
Encouraging and enabling the expansion of the NUL Campus (higher density, low-
rise construction);
Establishment of the proposed Second University;
“Green” linkages to Mpilo Hill and the “Green and Blue” network.
Developing necessary infrastructure and public space.
Planning and development of Mpilo Hill and the Southern Frame will include:
Preservation of Mpilo Hill and development of the National Botanic Gardens, as
detailed in Section 13.3.11 below;
Preservation of natural assets on the hill, along the ridgelines and in the valley, and
their integration into the “Green and Blue” network.
Limited development of institutional functions with due consideration for
environmental impacts;
85
Relocation of the prison and school and their conversion to appropriate use ;
Significant residential densification, upgrading where relevant, infill where
appropriate, all low rise;
Systematic infrastructural upgrading and extension.

13.3.9 Integrated Development Corridors and Nodes

13.3.9.1 The Role of Corridors and Nodes

Although the nature of corridors may vary with regard to their maturity or to the mix of
land uses and other factors, the basis of corridor development is the integration of high
intensity transport routes with high intensity land uses, both residential and non-
residential, in particular at nodes on the corridors. Corridors and nodes confer a number
of advantages for urban development:
Achievement of thresholds for better public transport services and for better public, retail
and commercial services, especially at the nodes;
Provision of employment closer to places of residence, initially small and over time also
large enterprises;

Given land values in the City Centre such relocation can and should be led by the private sector with
distinct economic benefit to the relevant organisations.
e.g. Ministry Headquarters, Regional or National Institution, Tertiary Education Institution, etc.

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Reduction of private vehicle dependence;
Integration of different travel modes, ranging from mass transit to pedestrians and
development of viable multi-modal public transport systems with inter-modal
transfers enabled and encouraged;
Economic and social integration of adjacent communities and across the city;
The establishment of improved city-wide economic linkages;
Ensuring that the decentralisation of functions from the CBD is not widely dispersed and
dissipated, such that public transport is ineffective, with long journeys and high costs
but rather concentrated along the corridors;
Accommodation of population growth in higher density environments and enabling the
provision of a range of housing types and densities;
Containment of urban sprawl and prevention of the haphazard location of major traffic
generators through a pro-active corridor development policy, thereby reinforcing the
incentive for people to live along corridors;
Concentration of traffic generation and attraction along a limited number of movement
corridors enabling the provision of effective PT services;
New residential development is situated so that it extends and supports an existing
development corridor and commercial node, rather than developing in a relatively
dispersed, self-contained manner;
Creation of opportunities for new business to be visible and accessible to passing traffic;
Concentration of scarce public sector investment on a limited number of routes and nodes,
with best returns on investment in the broader sense;
Stimulation of economics of agglomeration;
Improvement of access so that , within a limited walking distance, there is a range of goods,
services and public transport services at relatively high thresholds;
Improved accessibility for clients and for the labour force travelling to work;
Good exposure for small businesses and offices;
Focussing on good road maintenance on major routes.

At the same time there are potential weaknesses relating to the concept of corridors and
nodes, which must be addressed if they are to be successful:
Strong corridors and nodes, especially in poor areas, generally require public investment
before private sector interest and agglomeration economies “kick in”;
It may be difficult to achieve a good mix of land uses, especially at nodes;
Depending on the nature of the corridor and node, it might be seen as unsafe and run down
and with an inferior range of services;
Taxis can discourage private car users, to the detriment of the economic potentials of the
corridors and nodes;
There may be a preference for offices in “quiet” and uncongested locations, especially for
smaller ones;

MUP&T Draft Final Report [183] October 2010

Parking might become a problem;
Corridor facilities may not be at the centre of gravity of the populations they are intended to
serve.

13.3.9.2 Proposed Corridors and Nodes

In Maseru there are four main incipient corridors, along which corridors will be
developed:
Main Road North (A1),
Main Road South (A2),
The Southern Bypass (A10),
Moshoeshoe Road, as detailed in Section 13.3.8 above.

None of these, with the exception perhaps of Moshoeshoe Road, have significant mixed
use nodes and none have increased residential densities along them, except Le Cop on
Main North, and the existing public transport services using them are weak.

Each of the corridors, and each section of each corridor, will develop and retain its own
distinct characteristics in response to their physical characteristics (width, physical
components, topography, etc.), the density of development and the mix of uses along
each section, the scale, density and characteristics of development in their catchment
areas, etc.

Similarly, each of the nodes along each corridor will develop and retain its own distinct
characteristics in response to its physical characteristics (physical components,
topography, etc.), the density of development and the mix of uses in each node, the scale,
density and characteristics of development in its catchment area, etc.

The development of the corridors and nodes will be staged and will require an ongoing
process, extensive detailed planning and investment. With the exception of Moshoeshoe
Road, the elements will initially generally be of relatively low order and low intensity.
But, as they take form and mature and the City as a whole develops, these elements will
themselves upgrade and intensities will increase (for example, commerce may start with
informal elements, replaced by retail outlets and later complemented by a suburban
shopping centre). As the corridors and elements develop, the amenity and opportunity
provided to the residents of the catchment areas will be significant and their Quality of
Life distinctly improved.
Main North Integrated Development Corridor

The proposed Main North Integrated Development Corridor stretches along the A1 Main
North Road from the City Centre, effectively from the Cathedral Circle, to the proposed
“North Gate” and is the shortest of the three proposed development corridors.

From the circle eastwards the corridor incorporates the road itself and street-front
elements of the City Frame (the Markets Precinct and the Institutional Precinct) to the

MUP&T Draft Final Report [184] October 2010

 86
Lakeside Industrial Zone and the proposed Sebaboleng and Maqalika Dams Park. This
section retains elementary corridor functions (primarily light industry and logistical
functions and limited commercial functions mixed with housing) and is expected to
“naturally” upgrade to more intensive commercial and business functions mixed with
housing. This process needs to be encouraged and accelerated.

Map 53: Corridors and Nodes

Beyond the dam wall to the Khubetsoana OK compound, elemental functions have
already located including retail, logistics and light industry (to the west) mixed with
housing. These need to be upgraded (retail) or relocated and redeveloped (logistics and
light industry). Significant areas remain undeveloped (to the east) retaining potential for
the development of higher density housing, services and large contiguous “green”
elements.

The map below shows the middle section of the corridor with a buffer of 200m on either
side of the road, this being at this stage the area within which densification by individual

The Lakeside Industrial Zone be upgraded to a Business Park, academic campus and/or tourism, entertainment
and recreational node as an integral element of the Sebaboleng and Maqalika Dams Park.

MUP&T Draft Final Report [185] October 2010

landowners is most likely to take place. To the east of the road is part of Khubetsoana,
most of which consists of well laid out residential plots, typically ranging from 600-1000
2
m . However, based on the latest cadastral layer received from LSPP in 2010 and the
orthophoto from 2004, areas immediately opposite Le Cop consist of odd shaped
residential plots in a variety of sizes with many sections neither subdivided nor built. This
pattern is repeated extensively on the west side of the road, except for Le Cop itself. All
these areas, with the exception of Le Cop itself, retain significant densification and/or
infill potential requiring detailed planning, including determining ROWs, location of
infrastructure, allocations for public services, etc.

To the north, there are land reserves for infill development, which need to be dedicated to
relatively high density residential development, services and “green” elements.

Further to the north, around the “North Gate” there are significant land reserves for
extensive development including bus terminus, high density housing, the North Gate
Industrial Zone, services and significant “green and blue” network elements.

The development of the corridor, on its southern and middle sections, is constrained by
the relatively narrow ROWs. Main North Road will need to be significantly widened to
meet projected future traffic requirements. This widening, if undertaken appropriately
and timeously, will enable the development of the corridor itself.

There are two incipient nodes on the Main North Road. The first is at the intersection
with the road coming from the direction of the proposed ring transportation corridor. At
this intersection there is a small shopping centre anchored by a small OK supermarket.
The second is at Le Cop, about 800 metres further north from the above-mentioned
shopping centre.
Public sector efforts will focus on the latter (Le Cop), for the following reasons:
Its potential catchment is larger, as it is at the centre of gravity of a larger residential area
and the surrounding road network serves a wider area;
The Le Cop intersection has some retail facilities, albeit small, and a petrol station;
There is a clinic and a number of schools in proximity to the node;
The OK enclosed compound presents it‟s “back” to the street front and constitutes an
effective constraint on the development of a node at the intersection87.
Development of the node will, at least in its early stages, require pro-active public sector
involvement.

Moreover, the OK intersection may begin developing as a node. In such a case its
development should be enabled and supported.

87
The compound‟s exterior design is more remincent of a prison than an urban street-front development and
serves as an example of design to be avoided in the development of corridors and urban streets.

MUP&T Draft Final Report [186] October 2010

Map 54: Section of Main North Corridor and Le Cop Node
13.3.9.4 Main South Integrated Development Corridor

The Main South Integrated Development Corridor stretches along the A2 Main South
Road from the City Centre, effectively from the Cathedral Circle, to Ha Matala. The
corridor development to the planning horizon does not extend beyond Ha Matala to the
proposed “South Gate” as such development will inevitably enable and induce urban
sprawl beyond Ha Nelese, around Ha Bosofo and Masianokeng. These areas are defined
as planning reserves for exigencies, i.e. rapid urbanisation of the urban population
beyond the projected scale of growth. If and when these areas are released for
development the corridor may be extended to service them.

Stretching south-east from Cathedral Circle the corridor incorporates the road itself and
street-front elements of the City Frame (the Institutional Precinct) and continues along
Main South Road.

The following map also shows a perimeter of 200m on either side of the road. For the
2
most part these areas consist of irregular subdivisions, many plots over 1,000m and

MUP&T Draft Final Report [187] October 2010

many areas without subdivisions and / or unoccupied. However even in 2004 there were
many buildings which to date are not on subdivided plots. The exception to these is the
newly laid out and developing area of Ha Matala.

In general the Main South Road has more commerce along it than Main North Road,
most of this in small formal enterprises and informal ones, including very light industry,
with small concentrations (e.g. car service and repairs) in particular locations. In many
cases residential densification will take place behind the commercial activities.

Incipient elements of a node already exist where the roads to Thabong and Qoaling
branch off. These intersections are about 500m apart and relatively intensive commerce is
located here. The road to Thabong intersects with a traffic circle, while that to Qoaling is
controlled by a traffic light but the road layout and control of traffic is poor. There is a
clinic about 200m from the latter intersection but schools in the vicinity are limited to
primary and pre-primary.

Map 55: Section of Main South Corridor and Nodes

A second potential node is at the intersection with the road to Thaba Bosiu which passes
88
the new hospital complex and land reserves of Botsabelo . This point is also where the
proposed “outer ring road” will join Main Road South. Given the size of the hospital

88
Significant development is planned in Botsabelo.

MUP&T Draft Final Report [188] October 2010

complex, proposed development of Botsabelo, projected population growth in the eastern
part of the city and the increasing importance of the ring road, a node at this point should
be promoted linked to Botsabelo and the proposed “green” network.

The third, incipient, node is at the beginning of Ha Matala, where a road to the west
serves Lithoteng and Ha Abia. The nearby relatively dense layouts of Matala Phases I
and II are a good foundation for nodal activities, while at the same time there is potential
for a range of commercial activities.
13.3.9.5 Millennium Integrated Development Corridor

The proposed Millennium (Southern Bypass) Integrated Development Corridor stretches

along Pioneer Road and the A10 Southern Bypass from the Kingsway Bypass to the Abia
junction. The proposed corridor development to the planning horizon does not extend
beyond the Abia junction to the A1 as such development will inevitable enable and
induce urban sprawl south of the Abia escarpment to areas designated for agriculture
and/or protection.

Southwards from the Kingsway Bypass along Pioneer Road the corridor incorporates the
road itself and street-front elements of the City Frame (the southern and western frames)
wherein business and commercial development, including the Pioneer Mall, conflict with
natural values and ecological systems. This conflict needs to be resolved in detailed
planning prior to any further development.

The corridor continues through the low intensity residential areas of Hillsview which may
increase its density in the future and redevelop in a manner similar to that proposed for
Maseru West.

Extensive reserves for development remain beyond Hillsview to Ha Thetsane, primarily

the Racecourse area and the Ratjomose barracks, allowing for the planning and
development of high standard corridor high standard, relatively high density housing and
high standard services with appropriate business and commercial activities and the
proposed Racecourse Park integrated into the corridor.

The Ha Thetsane section of the corridor is already largely developed and occupied by
industry. South of the Ha Thetsane circle development tails off although large sections
are planned and sub-divided and the potential for appropriate development remains,
particularly to the south, based on and utilising existing planning, adapted and adjusted to
enable appropriate, higher density development.

The Millennium Park Industrial Area is under development but the opportunity to
integrate it into the proposed corridor remains open.

The section of the corridor between the Millennium Park Industrial Area and the Abia
junction remains unplanned and undeveloped at present. However proposed development

MUP&T Draft Final Report [189] October 2010

here needs to be limited to the areas north of the A10 whilst the areas south of it need to
be protected and buffered (with the proposed Millennium Park and cemetery).

Two mixed use nodes are envisaged. The first is at Ha Thetsane, where the industrial area
is already mature. However there is little in the way of mixed uses. A commercial centre
is planned nearby but timing is not clear. There is a high school in the neighbouring
residential area and a hospital, but this is private. The node is a major employer but many
of the employees walk long distances between home and work. The node lacks
integration between different land uses and public transport stops are not optimally
located. Nevertheless there is good potential for a stronger node, which will be
demonstrated through a pilot project (see Appendix 7).

Map 56: Section of the Millennium Corridor and Millennium Park Node

The second node is south of the Millennium Park circle. This needs to be urgently
planned as a large mixed use area. A school has recently been built on the north side of
the road. Additional planning is in the pipeline. The Millennium Park Industrial Zone is
not far from the large area of new development at Likotsi, much of which has already
been laid out. In addition it is close to the intersection with the road leading to Lithoteng.
It is therefore possible to develop a substantial and well planned “Greenfield” node.

MUP&T Draft Final Report [190] October 2010

13.3.9.6 Developing Corridors and Nodes (Action Plan)
89
The development of the Corridors and Nodes, excluding Moshoeshoe Road , requires:
Systematic detailed planning, DPs or integrated in MPs, with the following priorities:
The Ha Matala section of the Main South Corridor, with adequate ROW to enable
the planning and development of the BRT;
The Millennium Corridor, from south of the Ha Thetsane Industrial Zone to the end
of the Millennium Park Industrial Zone, including the Millennium Park node, to
be planned as an integral element of the Millennium Quarter MP;
The northern section of the Main North Corridor, from north of Le Cop to and
including “North Gate”, to be planned as an integral part of the North Gate MP;
All sections of the corridors within the City Centre to be planned as integral parts of
the City Centre MP;
The Lithabaneng node together with the planning of Botsabelo, with adequate ROW
to enable the planning and development of the BRT to be planned as an integral
element of the Botsabelo MP;
The Le Cop node with adequate ROW to enable widening of Main North Road;
The balance of the Main South Corridor to be planned jointly with the planning of
the upgrading of Main South Road and of the BRT as detailed in Sections 13.4.2
and 14.4;
The balance (middle section) of the Main North Corridor to be planned jointly with
the planning of the widening and upgrading of Main North Road;
The northern section of the Millennium Corridor together with the planning of the
Racecourse DP;
The southern section of the Millennium Corridor, from the Millennium Park
Industrial Zone to the Abia junction with the planning of the proposed residential
developments.
Systematic detailed planning of the Corridors and Nodes is to include, inter alia:
A minimum perimeter of 300m on both sides of the corridor;
A minimum radius of 700m from the core of balanced nodes or 500 m perimeter for
linear nodes, as appropriate;
A minimum planning horizon of 20 years;
Definition of the boundaries of the corridors;
Planning of the corridors to a minimum 1:5,000 scale and of the nodes to a minimum
1:2,500 scale;
Due consideration for the dynamics of corridor development ensuring appropriate
staged development enabling development in the short (5 year), interim (10 year)
and long (20 year) horizons;
Upgrading of all intersections along the corridor, where possible utilising circles;

89
For details regarding Moshoeshoe Road see Section 13.3.8 above.

MUP&T Draft Final Report [191] October 2010

 Inclusion of dedicated, protected pedestrian and cycle routes along the corridors, in
the nodes and linking all schools, clinics, sports facilities and churches to the
corridors or the nodes as appropriate;
Prioritisation of PT, where possible creating lay-bys for safe embarkation and
disembarkation;
Definition of appropriate location and demarcation of plots for core functions in each
node as detailed herein below;
Definition of appropriate mix and maximal integration of activities for each section
of the corridor and each node or segment of the node;
Maximal densification of housing along the corridors and particularly in the nodes;
Enabling, where appropriate, the construction and development of multi-storey office
and apartment complexes along corridors (to 4 stories) and in nodes (to 6-8 stories
as appropriate);
Integration and/or linkages to the “green and blue” network;
Due consideration for future parking requirements;
Inclusion of, or at minimum provision for future, upgrading of infrastructures to
urban standards.
Prioritising the allocation of land for appropriate business development and
particularly retail commerce in the nodes and along the corridors.
Identification of appropriate location, demarcation of plots and their urgent development for
the following core functions in each node:
Bus stops and adjacent organised stalls for informal commerce and services;
PT Ticketing Office;
Medical Clinic;
Post Office;
Bank branch (or Postal Bank branch in the post office);
Police Station;
Land allocation for a street-front, street-oriented shopping complex to be developed
and utilised in the short-term as a local market with organised stalls for informal
commerce and services;
Safe pedestrian crossings at primary junctions and at the extremities of each node;
2
A minimum of 5,000m of parks and gardens within the node‟s perimeter, of which
2
a minimum of 1,000m is to be developed and maintained in the short term.
Dedicating all new housing along the corridors and in the nodes to higher density multi-
unit development (row-housing, apartment blocks and malaene pre-planned for
upgrading to row-housing);
Where possible along the corridors and in the nodes, adjusting planned unallocated sub-
divisions to combine and create plots appropriate to higher density multi-unit
development;

MUP&T Draft Final Report [192] October 2010

Prioritising and implementing densification, as detailed in Section 13.3.5 above, along the
corridors and in the nodes;
Introducing a modern, bus-based, organised and reliable public transport service along the
corridors as detailed in Section 13.4.2 below;
Provision of proper bus and taxi stops with shelters at all nodes and along the corridors;
Development of safe pedestrian crossing with priority to all bus stops and pedestrian routes
crossing the corridors.

13.3.10 City Gates

13.3.10.1 Overview of City Gates

City Gates are the entrance points to the city, both figuratively and literally. The gates
90
will perform significant interchange functions and will be integrated with the urban
edge so as to discourage sprawl. They will be structured and designed to visually signify
the transition to and from the urban realm.
The following City Gates are envisaged:
North Gate terminating the Main North Corridor;
South Gate at the City‟s south-eastern boundary and Mazenod‟s Northern Boundary;
Border Gate at the border post with South Africa.

The gates will be anchored by PT termini and will host PT associated functions. The
gates will be integrated with existing and planned adjacent land uses and will incorporate
specific land extensive functions as detailed below. North Gate and South Gate will be
contained by appropriate “buffers” to discourage sprawl as detailed below.

The proposed PT termini will enable interchange between the inner-city bus-based PT
system, taxi-based feeder lines from the rural hinterland and taxi shuttles from the Free
91
State and specifically Ladybrand , as detailed in Section 13.4.2.2 below. Appropriate
functions serving the rural population (North Gate and South Gate), tourists and import-
export functions (Border Gate) will be integrated.
Whilst located at the extremities of the City the “Gates” retain very high levels of
92
vehicular access to the various parts of the City . As such, it is proposed that each gate
host appropriate emergency services as detailed herein below.

PT passengers, agricultural produce, builidng materials, wholesale and retail goods, etc.
The termination of taxi and bus shuttle services at the Border Gate is expected to discourage daily
commuting and thereby discourage residence in Ladybrand. It is noted that most South African shuttle
services termintate on the South African side of the border, except for the Ladybrand shuttle which
presently terminates in the CBD.
Northe Gate‟s accessibility will increase significantly with the development of the proposed East Ring
Transportation Corridor, as detailed in Section 5.13.1.

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Like the corridors and nodes each of the “gates” will develop and retain its own distinct
characteristics in response to its particular function, its physical characteristics (physical
components, topography, etc.), the scale, density and characteristics of development and
the mix of uses in and around each gate, etc.

The development of the “gates” will be staged and will require an ongoing process,
detailed planning and appropriate investment. With the exception of the Border Gate, the
elements will initially generally be of relatively lower order and lower intensity. As they
take form and mature and the City as a whole develops the elements will themselves
upgrade and intensities will increase (for example, commerce may start with informal
elements, replaced by retail outlets and later complemented by a discount shopping
complex enjoying high PT accessibility).

13.3.10.2 North Gate

The “North Gate” complex will:
Be located at the northern end of the Main North Integrated Development Corridor and at the
centre of one of the City‟s primary land reserves;
Serve both as a “City Gate” and as the core of the proposed development in the area,
including:
North Gate Industrial Zone with significant agro-industry and construction industries
both requiring ready access to and from the rural hinterland,
“intercepting” much heavy duty traffic from the north;
Extensive relatively high density residential development;
Significant transportation elements including roads and PT routes;
Significant “green and blue” network elements.
Be integrated with and contribute to the development and upgrading of adjacent areas to the
south and east (Khubetsoana, Mabote, Ntširele, Koalabata);
Be buffered to the west from the Mohakare (Caledon) River with a wide prohibited
development perimeter and “green” elements and to the north, beyond the planned
industrial zone, with a city-scale cemetery, land extensive sports facilities, other
buffer functions as detailed in Section 13.3.1 above and relatively intensive
commercial agriculture.
Incorporate the following core functions:
Integrated PT terminus for inner-city bus, and in the future possibly BRT, services;
inter-urban bus or taxi services; rural feeder taxi services; enabling rapid and easy
transfer as detailed in Section 5.2 below;
Associated commercial activities serving PT passengers;
Wholesale produce market;
Organised retail produce and household goods market, initially largely informal;
Appropriate parking facilities;
Post Office;

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 Police station;
Outpatients clinic oriented to the rural population with ambulance services;
Fire station.
Provide adequate “green” elements (parks, gardens, trees, linkages to adjacent “green”
elements) and urban standard infrastructure;
Incorporate land reserves for the future development of a discount shopping complex.

13.3.10.3 South Gate

The “South Gate” complex will:
Be located at the south-eastern end of City;
Serve exclusively as a “City Gate”;
Incorporate a dedicated agro-industrial zone.
Be enclosed and buffered on all sides with a city-scale park as detailed in Section
13.3.11, a city-scale cemetery, land extensive sports facilities, other buffer functions
as detailed in Section 13.3.1 and relatively intensive commercial agriculture.
Incorporate the following core functions:
Integrated PT terminus for inner-city bus and BRT services; inter-urban bus or taxi
services; rural feeder taxi services; enabling rapid and easy transfer as detailed in
Section 5.2 below;
Associated commercial activities serving PT passengers;
Wholesale produce market;
Organised retail produce and household goods market, initially largely informal;
Appropriate parking facilities;
Post Office (unless one is opened on the Mazenod side of the river);
93
Police station ;
Outpatients clinic oriented to the rural population with ambulance services;
Fire station.
Prohibit any residential development in or adjacent to the “Gate”;
Provide adequate internal “green” elements (parks, gardens, trees, linkages to adjacent
“green” elements) and urban standard infrastructure;
Incorporate land reserves for the future development of a discount shopping complex.

13.3.10.4 Border Gate

The “Border Gate” complex will:
Be located in immediate proximity of the Border Post, at the western extremity of the
City‟s PT network;
Serve as a “City Gate”, as the physical land “Gateway” to the City and indeed Lesotho and as
the first access point to the PT system.

93
May be located in close proximity in Mazenod.

MUP&T Draft Final Report [195] October 2010

Be fully integrated with the Border Post and contribute to the development and upgrading of
adjacent areas to the east (Northern Industrial Zone, Ha Hoohlo);
Be buffered from the Mohakare (Caledon) River with high standard developed “green”
elements (woodlands, parks and gardens).
Incorporate the following core functions:
PT termini, for inner-city bus services and bus and taxi shuttle services to South
Africa;
Associated commercial activities serving all border traffic and PT passengers
including post office, bank branch and/or FC exchange, car rental, etc.;
Office facilities for border related services (e.g. customs agencies, logistical services,
tourism services, etc.);
Well organised, structured and maintained retail food, clothing and tourism oriented
market, mixing both shop-front (formal) and open air (informal) outlets;
Police station;
Ambulance station;
Fire station.
Provide appropriate parking facilities integrated with Border Post parking;
Incorporate a significant artistic element indicative of Basotho culture on the traffic circle
proposed;
Provide high standard “green” elements (parks, gardens, trees, pedestrian routes, gardened
parking, etc.) and high standard urban infrastructure.
Some of the above are present but in need of major and urgent upgrading

13.3.10.5 Developing City Gates (Action Plan)

The development of the City Gates requires, inter alia:
The extensive reorganisation of the City‟s Public Transport System as detailed in
Sections 13.4.2 and 14.2;
Planning of North and South Gates as DPs and of the Border Gate as a SDP;
Detailed planning of each “gate” and its surroundings at a minimum scale of 1:5,000 with the
core elements planned at a minimum scale of 1:2,500.
Detailed planning of the “Border Gate” to include Landscape design inputs;
Staged construction and operation of the PT termini together with associated core functions;
Utilisation of the proposed economic elements to contribute to the financing of the
development of infrastructure and public space in the “gates”.

MUP&T Draft Final Report [196] October 2010

13.3.11 Greening Maseru
A city planned to the scale of Maseru (MPA 600,000) requires:
2
A minimum of some 6 km accessible, developed and maintained “Green” Public
Open Space (in addition to water bodies and nature reserves), with half developed as
city scale open space and half as local, neighbourhood scale open space.
A minimum of 1.2 million trees (2 trees per resident to counter-balance carbon emissions
and endow the City with an identity and quality unique on the African continent).

To provide readily accessible amenity to the residents of Maseru, to endow the City with
a unique attractive identity and to enable tourism, “green” open space should be
developed as an integrated, sustainable “green & blue system”.

The “green and blue” system will be based on the City‟s natural assets (large open
spaces, distinctive topography and exceptional geographical features, large water bodies
and rivers) augmented by “man-made” green features (parks & gardens, sports fields,
pedestrian and cycle routes, boulevards, etc.) as and where such elements are appropriate.

The system will also integrate the City‟s natural system with its rural hinterland,
providing essential ecological corridors and enhancing the natural environment.

The major and minor open spaces, water bodies, rivers and streams will be integrated into
a holistic, contiguous “green network”, enhancing the built environment and providing
convenient visual and physical access to “green” space for the city‟s inhabitants. The
principle that “the whole will be greater than the sum of its parts” applies.

The city scale network will be complemented and enhanced by similar local
neighbourhood scale “green and blue” networks, protecting, integrating and enhancing
local natural assets (streams, woodlands, etc.) with “man-made” elements as “paths, local
parks, gardens and playgrounds. The local network will serve to provide safe pedestrian
and cycle access to local facilities and linkage to the city scale “green network”.
The “green and blue” system includes elements detailed below.
13.3.11.1 Primary Elements
Mpilo Hill, requiring priority protection with no further construction to be permitted.
The remaining presently undeveloped sections of Mpilo Hill between the lower
western tree-line and the Kingsway bypass to the east is to be dedicated to serve as
the National Botanic Gardens, open and accessible to the public;
Berea Plateau - to be protected as a Special Reserve with emphasis on Sotho culture
and heritage and on tourism. The Reserve will combine and integrate, inter alia,
traditional housing and farming, tourism elements (as hotels, guest houses, vantage
points, hiking trails, bridal paths, etc.) and appropriate niche sports facilities (as
stables and horse riding schools, rock climbing, hang gliding, abseiling/rappelling).

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Qoaling Mountain and Plateau, with especially attractive escarpment features, together
with the adjoining Qoatsaneng Hill linking it to Mpilo Hill, to be:
Protected as a Nature Reserve dedicated to indigenous flora and fauna;
Open and accessible to the public by foot, bicycle and on horse-back.
Likotsi Mountain to be partially forested and partially preserved in its natural state as a
Nature Reserve.
Ha Ratjomose/Thetsane Hill, Ha Kelso Hill and Lithabaneng Hill to be protected,
forested and integrated into the City‟s public open space system with appropriate
activities enabled (e.g. scrambling, rock climbing, extreme cycling, etc.).

These elements anchor the green network, serve as unique landmarks for and within the
City, provide visual features to break the monotony of continuous built up areas, enable
the reinstatement of indigenous vegetation and wildlife, and provide opportunities for
recreation and tourism.

These reserves require landscape planning, defining development (e.g. paths, recreational
and service facilities, rest stations, viewing stations, etc.) and preservation - with priority
to the landscaping and planning of Mpilo Hill.

13.3.11.2 Sebaboleng and Maqalika Dams

The Sebaboleng and Maqalika dams constitute unique elements and retain significant
opportunity for the development of the network with attendant functions.

Located at the junction of the primary “Green corridors”, close to the City Centre and still
retaining significant open space on their banks, the dams are to constitute the very heart
of the proposed “Blue and Green” network. They are to be protected, rehabilitated and
stocked with fish. Sources of pollution are to be tackled, with priority given to sewage
system development in the dams‟ catchment.

The dams are to be developed as the primary recreational node of the city serving both
residents and tourism. Recreational facilities are to include both active elements (sports
complexes including water sports, pedestrian and cycle paths, playgrounds, podia, etc.)
and passive elements (gardens, parks, woodlands, rest areas, etc.).

Tourism and entertainment facilities (as hotels, restaurants, cafes, pubs, etc.) are to be
located along the banks at a location to be determined in detailed planning.

The “Lakeside” Industrial Area along the Sebaboleng Dam lakefront is to be planned for
redevelopment as either a tourism and entertainment node, a hi-tec commercial and office
business zone or a new university campus.

The dams are to be landscape planned with top priority together with Mpilo Hill. All
development within 100m of the banks of the dams is to be prohibited until detailed
landscape planning has been undertaken.

MUP&T Draft Final Report [198] October 2010

Opening of the dams, lakes and large water bodies to the wider public brings with it a
high risk factor given that the majority of the population does not swim. Development
and opening of these elements to the public therefore requires safety elements (as safety
barriers, life guards at designated swimming areas, sign posting, etc.), provision of safe
alternatives (wading pools) and preventive education (swimming built into early primary
education curriculum, swimming lessons for youth and adults, etc.).

13.3.11.3 Lakes and Largre Water Bodies

There are several large lakes and many small water bodies in Maseru. These are all
sensitive, impacting on water-tables, and most retain intrinsic value. Hence they need to
be both protected and utilised.

Where possible these lakes and water bodies are incorporated in the city scale “green and
blue” network. Others, where possible are to be incorporated in the local networks to be
defined in detailed planning.

The Racecourse, Koalabata and the Lefikeng-Ha Seoli Lakes are to be integrated into
city scale recreational nodes, serving as foci for these nodes.

Other lakes can serve as foci for local neighbourhood scale nodes, integrated with
developed green open space, sports facilities and “green” facilities for schools.

13.3.11.4 Rivers and Streams

The Mohakare (Caledon) and Phuthiatsana Rivers will provide the outer frame of the
“green & blue” network on the city-wide scale to the south and to the west. The
numerous streams in Maseru will provide much of the inner backbone of the network on
both the city-wide and the local scales.

River and stream banks will be protected, maintained and construction generally
prohibited within defined perimeters. Only appropriate development as will be defined in
Rules and Regulations and DPs will be allowed. These areas will be developed as
accessible public open space in assorted forms (parks, playgrounds, woods, natural
preserves etc.) including, where appropriate, pedestrian and cycle paths. These elements
will be defined in detailed planning in accordance with Landscape Standards and
Guidelines to be defined.

13.3.11.5 Parks and Gardens

A hierarchy of parks and gardens is planned, incorporating:
Mpilo Hill Botanic Gardens;
Sebaboleng and Maqalika Dam Parks, with parks, gardens, sports facilities, as detailed
above;
City-scale Parks:

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 Racecourse Park – north of Qoaling-Thetsane road, stretching from the natural
debris field to the lake and incorporating a large amphitheatre serving as the
National “Pitso” Ground (with the Papal Podium reversed), sports facilities,
gardens and woodlands around the lake and linkages to the Qoaling Nature
Reserve,
Lithabaneng Park incorporating Lefikeng-Ha Seoli lake with sports facilities and
linkages to Ha Kelso and Lithabaneng Hills,
Naleli- Koalabata Park incorporating Koalabata lake, with gardens and sports
facilities;
Millennium Park - an extensive river oriented park stretching eastward from the
Millennium Industrial Zone between the A10 and the Phuthiatsana River;
South Gate Park an extensive river oriented park stretching out from the City‟s
southern “Gate” to the Phuthiatsana River.
Lancer’s Gap Park stretching from the Ha Tšosane landfill (after rehabilitation)
through Lancer‟s Gap onto the Berea Plateau with the “neck” itself protected in
its natural state and the rehabilitated land developed for active recreational
activities. The park is to be planned jointly with the planning of the Berea Plateau
Special Reserve to ensure their seamless integration.
Neighbourhood Parks, Gardens and Playgrounds to be incorporated, where possible, in the
proposed “Green corridors” detailed below.

These parks and gardens will be defined in detailed planning in accordance with
Landscape Standards and Guidelines that need to be defined.

City scale parks will be planned to serve as open-air “Pitso” grounds. Neighbourhood
scale parks will be planned to host open-air community scale venues for special events as
weddings and funerals, providing an effective alternative to backyard provision for such
occasions and thereby enabling densification.

13.3.11.6 Forests and Woodlands

To provide the City with distinct identity and enhance its attractiveness for both residents
and tourists, as well as to meet carbon reduction standards, some 1.2 million trees are
required. At least 450,000 trees will be located in forests and woodlands.
94
Some 350,000 trees be located in the proposed Nature and Special Reserves in and
2
around the MPA. To meet this target some 25 km will be dedicated to forestry, at least
2
20% (5km ) thereof within the MUA. This target requires the planting of some 700,000
saplings before thinning.

Given the cost of development of public open space and the complexity and cost of
maintenance of developed public open space approximately one third of the area
94
The potential for commercial forestry needs to be assessed also and if viable the scale of forestry in the
Nature Reserves can be reassessed.

MUP&T Draft Final Report [200] October 2010

 2
designated for public open space (i.e. some 2 km ) will be developed as woodlands in
addition to the forests. These woodlands will be located primarily in Prohibited and
Restricted Development Areas adjacent to water-bodies and streams and below
escarpments prone to rock-falls.

A minimum of 100,000 trees are required in these woodlands and/or in the City‟s parks.
This requires the planting of some 200,000 saplings before thinning.

13.3.11.7 Rehabilitated Ha Tšosane Landfill

The Ha Tšosane landfill will be closed and rehabilitated as a park to be integrated into the
Lancer‟s Gap Park and serve as the “gateway” to the proposed Berea Plateau Reserve.

13.3.11.8 Agricultural Lands

Agricultural lands are to constitute a major element of the City‟s “green” system and an
integral element of its economy. Sections of the MUA, primarily in the south of the City
and the vast bulk of the MPA beyond MUA boundaries will be protected and their natural
potential realised.

As such, all areas in the MPA beyond the urban edge, village cordons (to be defined in
detailed planning of the villages), defined infrastructural corridors, the airport and Nature
Reserves are to be allocated, preserved and/or used exclusively for agriculture, preferably
commercial agriculture, and/or forestry.
2
A minimum of 10 km is to be allocated for orchards (apple, peach, cherry, etc.),
2
including 3 km within the MUA itself. In the event viticulture is found to be feasible in
Maseru an appropriate area for vineyards will be designated, where possible in
designated Restricted Development Areas (with moderately high gradient slopes) within
the MUA.

Strict constraints on construction are to be imposed and implemented in the City‟s rural
hinterland. Appropriate legislation will be initiated and solid physical buffers as defined
in Section 13.3.1 developed.

Concomitantly all livestock agriculture will be phased out in all areas within the defined
95
Urban Edge and keeping livestock in the urban areas will be prohibited . Backyard
vegetable gardening will not be prohibited but will not be actively enabled. Rather, the
densification of larger plots will be encouraged and backyard vegetable gardening
systematically phased out as income and living standards rise.

13.3.11.9 Green Corridors

The “green corridors” will serve to link and tie the primary “green and blue” elements
together in a comprehensive, contiguous “web”. These corridors will incorporate all the

95
If possible by 2015.

MUP&T Draft Final Report [201] October 2010

primary elements detailed above and be complemented by tree lined boulevards and
“Green” pedestrian and cycle paths.
The proposed city-scale corridors run primary east-west and north-south as indicated in
Map 57 below, “sewing” the primary elements together.

All corridors, with the exception of the northern-most corridor, will constitute integral
elements of the inner-city structure, responding to and counter-balancing the built
environment. The northern-most corridor will be structured and defined as a green
barrier, largely forests, woodlands and sports facilities, to support and reinforce the
Urban Edge.

The city-scale corridors will be complemented by local neighbourhood corridors linking

into the city-scale network and “sewing” local elements as streams, parks and
playgrounds together in a comprehensive, contiguous neighbourhood scale “web”. These
corridors will constitute integral elements of the local neighbourhood structure,
responding to and counter-balancing the built environment.

Map 57: Structure of the Green and Blue Network

Where possible the corridors in densely populated areas will be composed primarily of
open public space (gardens, parks, etc.) whilst in less dense areas the corridors will
incorporate such elements as woodlands.

MUP&T Draft Final Report [202] October 2010

The proposed green corridors need to be planned and developed on the basis of
Landscaping Planning principles and guidelines that need to be established.
13.3.11.10 Recreation Nodes

The combination of the primary green elements and the corridors creates the opportunity
to develop a number of city scale recreational nodes in a balanced manner.

Each recreational node will be based on its unique elements and with particular fields of
specialisation whilst serving wider general needs.
The proposed nodes include:
Sebaboleng and Maqalika Dams Parks Node, detailed above - the primary central
recreational node of the City serving residents and tourists alike. As detailed above
the dams will provide active and passive recreational options. The parks will be
planned to specialise in a number recreational fields including water sports.
The Central City Node - focused on the Mpilo Hill National Botanic Gardens and linked by
“green” pedestrian routes to the CBD‟s park, circles and squares. The
Consultant recommends that in the detailed design of the City Frame a Sculpture
Garden, dedicated to Sotho art, be designated and linked in as an integral element of
the node.
The Millennium Park Node – to be developed with primary land extensive uses as a
node for passive recreation and with a distinct orientation to the river with parks,
gardens and woodland whilst providing sports facilities for public use.
The Racecourse Park Node – to be developed north of Qoaling-Thetsane road,
including the debris field and lake with recreational elements including an
amphitheatre serving as the National “Pitso” Ground, open sports facilities, park
and gardens around the lake, with linkage to the Qoaling Nature Reserve.
Lithabaneng Park Node incorporating the Lefikeng-Ha Seoli and Botsabelo lakes and
park and linked to the Ha Kelso and Lithabaneng Hills - to be developed with passive
and active recreational elements (parks, gardens, sports facilities, paths, etc.) with
niche sports on the hills;
Naleli- Sekamaneng Node – relatively intensely developed with passive and active
recreational elements around the lake with parks, gardens and sports;
“South Gate” Node - an extensive park complex primarily for passive recreation with a
distinct orientation to the river including parks, gardens and woodlands, developed
around the City‟s South Gate. This node will also include land allocations for an
activity or amusement park (10-20 ha. for private development) and for special events
as open-air festivals, circus, etc. (minimum 10 ha.).
Bobojane Node - to be developed for land extensive sports facilities (e.g. golf course,
racecourse, horse-riding schools and equestrian sports, country club, off-road cycling
or motor-cycling, etc.) to serve as effective barrier between the MUA and the lower
Berea Plateau.

MUP&T Draft Final Report [203] October 2010

13.3.11.12 Green Private Space

Private household plots are to be integrated in the City‟s green system and constitute an
essential element in the “greening” of the City. A total of some 300,000 trees, largely
fruit trees, are required in private urban households to meet carbon reduction standards,
provide the City‟s residents and in particular the poor with supplementary dietary inputs
and endow the City with a singular identity. This is to be achieved, inter alia, by:
Educating the population, and particularly school children, regarding the benefits of trees;
Setting minimum requirements for trees in planning and development regulations (an average
of 2 trees per household adjusted for plot size and density);
Free provision of saplings for households to the minimum requirements and if possible
beyond the minimum;
Possibly subsiding water allocations for household trees or cross-subsidising them with
premiums on polluting industries.

In addition, all new apartment complexes will be required to include tree-lined “green
96
fences” and gardened courtyards. Existing apartment complexes will be assisted in
“greening” their fences and gardening courtyards with the provision of saplings and
plants.
97
All new enclosed private properties in the City Centre, Business and Industrial Areas
and Nodes and along Development Corridors and Boulevards will be required to include
“green fences”, tree-lined as relevant. Existing enclosed private properties in these areas
will be assisted in “greening” their fences with the provision of saplings and plants.

13.3.11.12 Green Public Space

Where possible, subject to safety considerations and effective rights-of-way all streets,
roads, pedestrian and cycle paths will be tree-lined. Designated boulevards, city centre
streets and integrated development corridors will, where possible, also be gardened.
Traffic circles will be gardened and/or paved with either trees or sculptures incorporated.

Residents will be allowed and encouraged to pave, lawn or garden sidewalks adjacent to
their homes subject to clear physical designation of the boundary between the private plot
and the public area (fencing or posts or grade differentials) and in coordination with their
immediate neighbours to ensure continuity.

Subject to safety and security considerations, all enclosed public buildings, instillations
and compounds (i.e. government, MCC, quasi-government, parastatals, NGO‟s, private
and public schools & pre-schools, academic institutions, hospitals and clinics, including
all residential units owned by them) throughout the MUA will be “greened” with “green

Either maintained hedges or creepers.

Not fronting directly onto the streeted and/or fenced.

MUP&T Draft Final Report [204] October 2010

 98 99
fences”, trees and well-maintained gardens . The Royal Place, the Diplomatic Corps
and the LDF will be specifically requested to voluntarily implement similar “greening”.

13.3.11.13 Development of the “Green and Blue” Network (Action Plan)

The development of the proposed “Green and Blue” Network is an undertaking that will
stretch to the planning horizon and require significant resources. Nonetheless, much can
be developed with very limited resources and significant financial support can probably
be raised, particularly for forests, woodlands and trees in general (including “carbon
credit” emissions trading under the Kyoto Protocol and from “green” organisations, in
addition to the traditional donors).
The following approach and priorities are required:
Strict implementation of the SDF with particular emphasis on the protection and
preservation of Prohibited and Restricted Development Areas and on all “green”
elements in all new DPs.
Preparation of Rules and Regulations and Guidelines for Landscape Planning and
Development:
Delimitating the city-scale elements (reserves, parks, forests, woodlands and
corridors) to a minimum 1:10,000;
Defining standards and guidelines for the development of both city-scale and local
neighbourhood “green and blue” elements;
Defining Rules and Regulations for the preservation and development of all
“green and blue” elements;
Including a SDP for Mpilo Hill in the framework of the City Centre MP and a DP for
Sebaboleng and Maqalika Dams Park to a minimum scale of 1:5,000.
Preparation of a Forestry Master Plan for the MPA and Qeme Plateau, identifying and
delimitating appropriate areas for natural and commercial forests and defining how
they are to be developed. The plan should be prepared in coordination with the MUA
Landscaping Guidelines.
Preparation of a Master Plan for the Development of Commercial Agriculture in the
MPA (and beyond), identifying and delimitating appropriate areas for commercial
agriculture and defining how they are to be developed.
Systematic mobilisation of financial resources for implementation and development on
the basis of the Rules and Regulations and Guidelines for Landscape Planning and
Development and Forestry Master Plans.
Identification and/or urgent planning and layout of an adequate supply of unallocated
residential plots, on a wide city-scale distribution, to enable ready exchange of un-

Minimum of 1 tree for each 200m2 plot area.

Gardens should cover no less than 33% of the un-built plot area or 50% of the area including gardened
parking. Where the un-built area is utilised for open-air storage and/or parking for heavy duty vehicles and
equipment and/or training facilities such areas will be deducted from the requirement.

MUP&T Draft Final Report [205] October 2010

 built allocated plots required for “Green” network elements and/or to enable
relocation of households presently located within safety perimeters, where possible in
proximity to the plots to be exchanged or vacated.
Systematic acquisition and registration of all lands required for the “green and blue”
network starting with all presently unallocated lands designated for the city-scale
network. Land allocations for “green” elements in all new plans will be
systematically registered and added to the network. Un-built allocated plots within
defined “green” elements will be systematically acquired on the basis of exchange for
equivalent plots. Built plots will generally not be incorporated into the “green”
elements but those that are will generally be assisted in up-grading built structures to
enable their integration into the “green” networks. Only in exceptional circumstances,
primarily for the well-being of the residents themselves, will existing construction be
removed, relocated or compensated.
Systematic development of “green” elements with first priority to woodlands and all tree
elements in parks, gardens, public space and households. This, given the expectation
that financial resources will be made available, the long period required for trees to
grow and the relatively low maintenance requirements and cost in comparison to
other elements as lawns and gardens.
Park lawns and gardens will be developed systematically, subject to the availability of
resources, with priority given in the following order to:
Traffic Circles;
CBD Parks and Gardens;
Mpilo Hill National Botanic Gardens and National Sculpture Garden;
Sebaboleng and Maqalika Dams Park (in stages);
Parks and gardens serving as barriers between industrial and residential areas;
Designated Boulevards;
Racecourse Park;
Parks and gardens along the city-scale “Green” corridor,
Parks, gardens and “green corridors” in residential areas;
Other parks and gardens.
To reduce costs and the risks of vandalism and to accelerate the process, high levels of
community involvement, particularly that of schools, is required. Priority will be
given to development of “green” elements in areas where communities are actively
involved in the process (preparation, planting, watering and maintenance).
Subject to road-safety considerations, all new and upgraded roads, pedestrian and cycle
paths will be tree-lined and, as appropriate, gardened. Existing roads will be
systematically tree-lined subject to the availability of resources and ROW with
priority given to communities actively involved in the process.
Systematic implementation of “greening” requirements for public buildings, instillations and
compounds by 2015.

MUP&T Draft Final Report [206] October 2010

13.3.12 Prohibited and Restricted Development Areas
13.3.12.1 Prohibited Development Areas

Primary Prohibited Development Areas are mapped and indicated in Map 74. All
construction and development is prohibited in these areas excepting agriculture, forestry,
essential infrastructure, open-air recreation and public open space and facilities directly
associated thereto as will be defined in appropriate Rules and Regulations.
Where possible and appropriate Prohibited Development Areas will be integrated in
100
detailed planning into the “Green and Blue” Network .
Primary Prohibited Development Areas include:
Primary ecological high sensitivity areas;
o
Slopes above 15% (8.53 ) assessed by 20m contours - construction of essential roads and
infrastructural lines (not facilities except for water pump-stations and reservoirs) will
be permitted, subject to their construction being certified by the Planning Authorities
to include adequate mitigation of impact on the natural environment;
Flood Plains along the Mohakare (Caledon) and Phuthiatsana Rivers and a minimum
perimeter of 80m from their banks (excluding the “Border Gate” and Border Post);
All rivers, streams and water bodies within the MPA and a minimum perimeter of 30m from
their banks;
The perimeter around the Sebaboleng and Maqalika dams as defined in Section 13.3.11
above;
A minimum perimeter of 100m around all open-air sewage facilities;
Debris fields and all areas potentially subject to rock falls;
The Lancer‟s Gap transmission mast and a safety perimeter (radius) of 300m therefrom;
High-power Electric Transmission Corridors with a minimum safety perimeter of 30m on
either side of all existing and planned high power transmission lines;
The Moshoeshoe II Airport runway and a 300m safety perimeter around the runway
(apart from the construction and development of airport facilities and facilities
serving air transport related services);
Until its relocation, the Military Airfield‟s fenced perimeter, apart from immediate
101
military requirements, will be prohibited .
All DPs and SDPs will incorporate all primary Prohibited Development Areas defined
above, identify all local Prohibited Development Areas and define construction and
development constrains within the defined planning area including:
Ecological high sensitivity areas;

The airport and transmission mast and antennae safety perimeters detailed herein are not to be
integrated into the Green and Blue Network.
Once the airfield is relocated these constraints will be lifted and the area may be planned and
developed.

MUP&T Draft Final Report [207] October 2010

Local historic sites and buildings for preservation;
o
Slopes above 15% (8.53 ) assessed by 2m contours;
Flood Plains along rivers and streams assessed by 2m contours;
All rivers, streams and water bodies within the planning area;
Open-air sewage facilities with perimeters defined with due consideration of wind directions;
All telecommunication masts and antennae and their appropriate safety perimeters to be
defined in Rules and Regulations to be defined;
All High-power Electric Transmission Corridors, setting safety perimeters of 30m on either
side of the lines.

DPs may add constraints on construction and development beyond those defined above
but may not detract therefrom. Approval of a SDP is required to detract from the above
constraints.

13.3.12.2 Restricted Development Areas

Primary Restricted Development Areas are mapped and indicated in Map 74. All
construction and development in these areas except agriculture, infrastructure, open-air
recreation and public open space and directly associated facilities will be subject to
special conditions detailed in Rules and Regulations to be defined.

Where possible and appropriate Prohibited Development Areas will be integrated in

detailed planning into the Green and Blue Network.
Primary Restricted Development Areas include:
Ecological moderately high sensitivity areas throughout the MPA;
o o
Slopes between 10-15% (5.71 -8.53 ) assessed by 20m contours;
Areas beyond the Moshoeshoe II Airport runway and beyond its safety perimeter, defined
o
at 21 to either side of the runway, to a minimum distance of 2 km beyond the
runway.

All DPs and SDPs will incorporate all primary Restricted Development Areas, identify
all local Prohibited Development Areas and define construction and development
constrains within the defined planning area including ecological moderately high
o o
sensitivity areas and slopes of 10-15% (5.71 -8.53 ) assessed by 2m contours.
DPs may add constraints to construction and development beyond those defined above
but may not detract therefrom. SDPs are required to detract from the above constraints.

13.3.12.3 Protecting Prohibited and Restricted Development Areas (Action Plan)

The following actions are required for the protection of the Prohibited and Restricted
Development Areas:

MUP&T Draft Final Report [208] October 2010

Urgent preparation, approval and implementation of Rules and Regulations for the protection
of Prohibited and Restricted Development Areas.
Systematic identification, definition and inclusion of Prohibited and Restricted Development
Areas in all DPs and SDPs.
Giving priority to Prohibited and Restricted Development Areas in the designation of
“green” elements in all detailed planning.
Systematic mobilisation of financial resources for protection and preservation.
Systematic acquisition and registration of all lands designated as Prohibited Development
Areas and those Restricted Development Areas incorporated in the
“Green and Blue” network, starting with all presently unallocated lands.
Identification and/or urgent planning and layout of an adequate supply of unallocated
residential plots, on a wide city-scale distribution, to enable ready exchange of un-
built allocated plots in designated Prohibited Development Areas and/or to enable
relocation of households presently located within safety perimeters, in proximity to
the plots to be exchanged or vacated.
Only in exceptional circumstances, primarily for the well-being of the residents themselves,
will existing construction be removed, relocated or compensated.

Infrastructure and Utilities

The standard of infrastructure in Maseru is generally poor.

Movement infrastructures are limited and often of low standard. Few urban streets are
found in Maseru. Major roads are adequate and meet current demand but are generally
designed to rural standards and will not suffice to meet projected demand. Feeder roads
are generally of moderate to poor standard and inner roads are generally well below
standard. Dedicated pedestrian routes do not exist in Maseru and the limited sidewalks
are generally of poor standard. PT termini are effectively no more than open lots.
Maintenance is generally of very low standard throughout except for major roads. All
these issues are detailed in Section 13.4 below.

The reach and distribution of utilities varies greatly with the electricity grid distributed
throughout most of the City, water widely distributed but still lacking in many “peri-
urban” areas and sewage, more or less limited to the Colonial Reserve, a few up-market
residential areas and the Industrial Areas.

Even where utilities are deployed access is severely limited by economic constraints, i.e.
both connection and usage fees. However, connection rates and usage are reportedly on
the rise, in certain fields rising rapidly.

Electricity supply in Maseru has improved significantly over the past decade with a
backup system in place serving the Industrial Zones. Whilst disruptions are relatively rare
in comparison to the region and indeed the continent, reliability has not yet reached a
level to enable its utilisation to leverage marketing. However, further improvement and

MUP&T Draft Final Report [209] October 2010

upgrading may yet provide the City with distinct relative advantage and, as such,
constitutes a significant developmental goal.

Water supply will be ensured with the completion of the Metalong Dam project.
102
However the distribution system requires extensive extension and upgrading .
Changing lifestyle and consumption patterns, particularly amongst the middle class, need
to be catered for and the issue of financial access for the poor needs to be resolved.
Densification as detailed in Sections 13.3.4 above will contribute significantly to
enabling appropriate extension and upgrading and contribute in part to resolving the issue
of access for the poor.

The Sewage System in Maseru is, at best, very limited in both capacity and spatial
distribution. Plans exist and are under implementation for the extension and upgrading of
the system. But, even under optimistic assumptions either a majority or a very large
minority of the population will not be connected to the City‟s sewage system, if only
given connection costs (there is however a scheme for interest free loans to consumers).
This carries significant environmental and economic implications, not least on the
development of the Sebaboleng and Maqalika Dams Park and the associated recreational
and tourism elements.

Whilst densification as detailed in Sections 13.3.4 above will contribute significantly to

enabling appropriate extension and upgrading and reducing connection costs the
introduction of a comprehensive city-wide sewage system will either require extensive
subsidisation or new, alternative technologies to at the very least mitigate the
environmental impacts of pit latrines.

Communication services in Maseru are simply inadequate to meeting requirements for

economic and social development of the City and its populace. Mobile phone technology
partially compensates for the limitations of telecommunications infrastructure in the
household market but at prohibitive cost.

The development and upgrading of the telecommunications infrastructure and service

constitutes an essential precondition for future economic development in Maseru.

As the city develops, incomes rise and consumption patterns change demand for utilities
is expected to grow rapidly through the coming decades. Growth in demand for all
utilities, and particularly communications, is expected outstrip demographic growth rates.
Meeting this demand is essential to enabling the City‟s balanced development.

13.3.13.1 Extending and Upgrading Infrastructure and Utilities (Action Plan)

The extension and upgrading of Infrastructure and Utilities requires, inter alia:

The system was planned many years ago and the City has since grown in size and scale beyond
planning assumptions.

MUP&T Draft Final Report [210] October 2010

Systematic infill development and densification of existing built areas as detailed in
Sections 13.3.3 and 13.3.4 above.
Implementation of the Transportation Development Plan detailed in Section 14 below.
The systematic updating of planning for infrastructure and utilities to the scale and
distribution of population and of economic activities projected, with due
consideration for projected changes in consumption patterns of the population and the
varied needs of business and industry. Specifically:
Updating of the water distribution system plans for the projected population in the
various areas of the City, planned new industrial areas, the “green and blue”
network and commercial agriculture to 2030;
Updating of the electricity supply and distribution system plans for the projected
population in the various areas of the City, planned upgrading of the City Centre,
new industrial and business areas, and street lighting for all roads, pedestrian and
cycle routes to 2030, with special emphasis on the reliability of the service in all
business and industrial areas;
Updating of plans for the sewage system to the projected population in the various
areas of the City, planned upgrading of the City Centre and new industrial and
business areas to 2030, with priority to the Sebaboleng and Maqalika Dams
catchment and special emphasis on the investigation of alternate new technologies
to mitigate the environmental impacts of pit latrines;
Updating of plans for communications infrastructure and systems with priority to
ensuring high international standards in the City Centre (CBD and Frame
including the Lakeside Industrial Area) and in Botsabelo, with special emphasis
on the reliability of the service.
Systematic coordinated provision or upgrading of infrastructures as an integral element of all
new road development or upgrading.
Systematic coordinated provision or upgrading of infrastructure in all new developments
in the City. Where provision is not feasible given cost considerations and resource
constraints, all infrastructural will be planned for later implementation and ROWs
defined, allocated and protected in all DPs and SDPs.
Systematic reassessment and redefinition of residential connection fees to define and
implement progressive fee structures supporting high density development cross-
subsidised by low density development.

13.3.14 Extending, Upgrading and Redistributing Services

Services in Maseru are over-concentrated, in the City Centre. There is a distinct need to
achieve a balanced hierarchical distribution of services in the City with:
High order, high intensity services requiring very high levels of accessibility concentrated in
the CBD;

MUP&T Draft Final Report [211] October 2010

Medium to high order, medium to high intensity services requiring moderate to high
levels of accessibility distributed in the City Frame or in specific designated
locations;
Medium to high order, medium to high intensity services requiring moderate to low levels of
accessibility located in Botsabelo or in Corridor Nodes;
Medium to low order, medium to high intensity services requiring moderate to high levels of
accessibility located in Corridor Nodes;
Medium to low order, medium to low intensity services requiring moderate levels of
accessibility located along Integrated Development Corridors;
Low order, relatively low intensity services requiring direct local access located in the
Residential Areas themselves;
103
Location specific services at the particular location ;
Services and activities which may disrupt residential, business or other services to be located
104
in specific defined areas ;
105
Public services appropriate to Industrial Zones to be located accordingly.

13.3.14.1 National and Regional Institutions

Primary national institutions, as the Royal Palace, Parliament, Supreme Court, Prime
Minister‟s Residence, Ministry Headquarters, National Library, etc. are concentrated in
the City Centre.

As and when resources are available and subject to specific locational requirements,
primary National Institutions will generally be located and developed in the City Centre,
as, for example:
National Botanic Gardens and Botanic Research Institute on Mpilo Hill as detailed in
Section 13.3.11 above;
National Sculpture Gardens;
National Theatre;
National Museum;
106
National Library and Knowledge Centre ;
National Auditorium;
National Music Conservatory, etc.

The National Pitso Ground will be located in the planned Racecourse Park Amphitheatre.

The National Indoor Sports Arena will be located and developed in the planned
Sebaboleng and Maqalika Dams Park.

e.g. water sports facilities to be located in the Dams Park

e.g. pubs, discotheques, shebeens in the Pedestrian Precinct Core, designated locations in Millennium and
South Gate Parks and in Industrial Zones.
e.g. National Archives, municipal workshops, waste compaction and transfer facilites, government and
NGO garages and warehouses, parking for heavy duty vehicles and machinery, etc.
Upgrading and extension of existing facility.

MUP&T Draft Final Report [212] October 2010

The National Broadcasting Studios will be located in either the Institutional Precinct or
Botsabelo.

As and when such bodies are established or designated for location in Maseru and subject
to specific locational requirements, Regional Institutions will be located in the City
Frame or Botsabelo.

Detailed planning of the City Centre and the above-noted parks will include appropriate
land allocation for National and Regional Institutions.

13.3.14.2 Education

Education in Maseru and indeed the entire country has made great strides over the past
decade but the forward challenge is no less formidable. The social and economic
development of the population, and hence of the city and the country, will be determined,
first and foremost, by the standard of education provided and absorbed.

Hence, the challenge facing the education system is to both extend and upgrade education
at one and the same time. This includes, inter alia:
Striving to provide universal access to education for all school-age pupils, limiting if not
eliminating Secondary Education drop-out trends;
Significantly extending access to pre-school education ensuring school readiness and
enabling significant upgrading of standards throughout the system;
Significantly extending and upgrading Tertiary Education;
Adapting and tailoring Secondary and Tertiary Education to meet the projected
employment requirements and allow graduates effective access to employment
opportunities;
107
Harnessing and utilising Tertiary Education as a significant developmental mechanism in
its own right;
Significantly extending and upgrading Special Education, including the introduction of
Special Education facilities, and much more.

Maseru retains a special role in this process given the threshold levels existing and
projected in the City, particularly in regard to Tertiary Education.
13.3.14.3 Enabling Education (Action Plan)

To meet this challenge a comprehensive Education Master Plan for Maseru needs to
be prepared and implemented. In the interim land allocations need to be assured to meet
potential demand over the planning horizon and beyond, including:

107
Attracting students from the regional market and effectively “exporting” education services whilst
attaining essential thresholds to ensure the provision of a wide range of high standard educational
options in Maseru. It may be noted that Maseru (Roma) filled a similar role during the “apartheid” era.

MUP&T Draft Final Report [213] October 2010

Balanced distribution of preschools,
primary schools, secondary and
high schools in residential areas as
indicated in
Maps 58-61 below;
Concentration of Tertiary Education
facilities, except NUL in Roma, in
the City Frame or the Lakeside
Industrial Area slated for upgrading;

Specifically, identifying appropriate

potential locations and enabling the
development of the new university in
the City Frame or at Lakeside;
Allocation of adequate land reserves,
assuming compulsory education to
and including Secondary Schools,
low drop-out rates in High School
cohorts and significantly extended
pre-school education as detailed in Map 58: Distribution of Pre-Schools in
Appendix 2; the MUA, 2030
Improving direct physical access to
schools through the development of
pedestrian and cycle routes and/or
the location of schools along or
close proximity to planned
pedestrian and cycle routes;
Where possible locating Secondary and
High Schools along or in close
proximity to PT routes;
Introduction and support for cycle use by
Secondary and High Schools
108
pupils .

Map 59: Distribution of Primary Schools

in the MUA, 2030
108
If possible provision of bicycles to Secondary and High Schools pupils or, at least, to pupils in
peripheral areas distant from schools.

MUP&T Draft Final Report [214] October 2010

Map 60: Distribution of Secondary and Map 61: Distribution of Special Education
High Schools in the MUA, 2030 Facilities in the MUA, 2030

13.3.14.4 Health

Health services are distinctly lacking in Maseru and demand urgent expansion, wide
distribution and significant upgrading. The scale of the challenge is immense and requires
a comprehensive integrative approach from prevention, through diagnosis and treatment
to nursing, rehabilitation and support systems.

Urban systems significantly impact the health of the population and either facilitate or
hamper the provision of health services. Specifically in Maseru:
Groundwater pollution and pollution of water sources poses a health risk to large sections of
the population;
The absence of sewage systems in most residential areas and the dependence on pit latrines
poses a serious health risk to large sections of the population;
High accident rates, and specifically road accident rates, result in high casualty rates;
Physical access to the limited medical and facilities in the City is restricted given long
distances and relatively high, and for the very poor prohibitive, PT costs. Access at
night, given the absence of night PT services, is prohibitively costly for the bulk of
the population;
The QE II hospital facility is old and its potential expansion severely limited, unless it is
redeveloped as a high rise facility. A new hospital complex is in its early stages of
development in Botsabelo, an area lacking ready access and an effective PT service.
The absence of ambulance services simply compounds the problems.

MUP&T Draft Final Report [215] October 2010

13.3.14.5 Enabling Health Services (Action Plan)

Map 62: Distribution of Local

Clinics in the MUA, 2030

To meet this challenge a comprehensive Health Services Master Plan for Maseru
needs to be prepared and implemented.
In the interim, land allocations need to be assured to meet potential demand over the
planning horizon and beyond, including:
A minimum land allocation of 10 ha.
for the hospital complex in
109
Botsabelo ;
Retention of a minimum 2 ha. of the
QE II hospital grounds to retain a
Day Hospital (Emergency Room
and Outpatients facilities) in its
110
present location ;
Land allocations for ambulance services in
111
the three planned City Gates ;
Land allocations for public clinics in the
73
planned City Gates and in all planned
73
Corridor Nodes ;
Land allocations for public clinics in
residential areas as detailed in
 Appendix 3 and Map 62;

Priority allocation of land, at market
prices, for the development and
construction of private medical facilities and pharmacies along Corridors, in Corridor
Nodes and in Business Parks.
In addition, the following actions are required:
Priority road development linking Botsabelo to northern residential areas and to the south of
the City through Abia;
Priority provision of PT services to Botsabelo;
Provision of high international standard communications infrastructure and services in
Botsabelo;
Extension and upgrading of the Water supply and Sewage systems in the City;
Implementation of the disability prevention action plan detailed in Appendix 7;
Provision of first-aid facilities and equipment in all larger public buildings, sports and
112
recreational facilities ;

Including ambulance services.

The balance of the grounds may be utilised for development and/or “green” open space.
Core service.

MUP&T Draft Final Report [216] October 2010

First-aid training for public servants and specifically field operatives (police, inspectors, etc.)
and for tertiary students;
Introduction of an ambulance service;
Community mobilisation for support services for the ill, the elderly and the disabled
including mechanisms for the collection and distribution of medications;
and much more.

13.3.14.6 Community and Social Services

There are effectively no community, social or social welfare services in Maseru apart
from specific NGO funded and administered projects and voluntary church based
community oriented activities.
Such services are essential for, inter alia:
113
Provision of extra-mural activities ;
Provision of supplementary educational
114
services ;
Provision of child-care frameworks for after
school hours for working parents;
Provision of a social framework and
activities for the elderly and the
disabled;
Enabling community based cultural and
social activities;
Provision of community based support
services to special needs populations;
Enabling the establishment and operation of
115
mutual help systems ;
116
Catering for Youth Movement
activities;

Map 63: Distribution of Community

Centres in the MUA, 2030
 117
Providing shelters for “at high risk” populations ;
118
Enabling special housing and/or local services for special needs populations ;
Community activities and events as pitsos;
Providing facilities for community oriented private events as weddings and funerals;
and much more.

To be included in Building Construction Rules and Regulations.

e.g. sports, arts and crafts, story-time for toddlers, etc.
e.g. extra-curricular courses, homework assistance, access to computers and the internet for the poor,
etc.
e.g. for loaning equipment for special events (cooking equipment, chairs and tables, tents, etc.) or
medical equipment (wheelchairs, crutches, strollers, etc.).
e.g. Scouts.
e.g. abused children, high risk prone youth, abused spouses, etc.
e.g. hostels for the retarded, hospices for the terminally ill, old-age homes, etc.

MUP&T Draft Final Report [217] October 2010

All the above, contributing to ensure social cohesion and stability, serving to ameliorate
the impacts of poverty and smoothing the transition from traditional rural to modern
urban lifestyles.
13.3.13.7 Enabling Community and Social Services (Action Plan)

The preparation and implementation of a comprehensive Community Development

Master Plan for Maseru encompassing the introduction of essential services and, even
more importantly, Community Mobilisation and Empowerment, is urgently required.
In the interim, the following is required:
Allocation of appropriate land, centrally located on the neighbourhood scale, for the
development of Community Centres, in the framework of all DPs and SDPs, as
detailed in Appendix 3;
Allocation of appropriate land, central or peripheral depending on the planned use, for the
development of Social Service facilities, in the framework of all DPs and SDPs, as
detailed in Appendix 3;
Location of churches in Community Centre land allocations and/or in specific “green”
119
network elements subject to the particular congregation participating in the
maintenance of designated public open space and providing pre-defined community
wide functions and services;
Introduction of community scale mechanisms to ensure coordination and cooperation
between traditional community structures, all schools, churches and NGOs located in
the community, to avoid potential duplication and turf conflicts and to identify
potential synergies and enable collective mobilisation and intervention as required.

13.3.14.8 Recreation and Entertainment

Recreation and entertainment is treated as both a service and a significant economic

sector. It is still in its infancy in Maseru but is expected to grow rapidly as income levels
rise and consumption patterns change. The sector may also be accelerated by tourism.

Recreation services are widely varied and are variously appropriate to the public and
120
private sectors . Allocations of land for recreational activities on the city scale are
detailed in Section 13.3.11 above. Adequate allocations at the local, neighbourhood scale
are to be defined in detailed planning, generally integrated in the “green and blue”
network.

Most entertainment facilities will be located in the CBD, the City Frame, Integrated
Corridors, Corridor Nodes and Business Parks, integrated in commercial complexes by
market forces. No special land allocations are required.

But not in designated Prohibited and Restricted Development Areas.

Generally passive recreation is in the public realm and active recreation in the private realm but wide
variation in the division (e.g. sporting activities) with high flexibility in the division.

MUP&T Draft Final Report [218] October 2010

Entertainment facilities, with the exception of cultural entertainment facilities, will not be
permitted in residential areas beyond the designated Corridors and Nodes.

Pubs, discotheques, shebeens and other liquor oriented functions will only be permitted in
the Pedestrian Precinct Core, designated locations in the planned Millennium and South
Gate Parks and in Industrial Zones. However such functions may be permitted in
Corridors Nodes if approved in a SDP.

Cultural entertainment facilities may be integrated into Community Centres detailed

above.

13.3.14.9 Sanitation Services

Sanitation services in Maseru are largely limited to the Colonial Reserve. This carries
direct negative implications for the individual, the community and the City as a whole.
The primary constraints to the provision of adequate services include:
Waste Aggregation - the widespread absence of both public and private waste disposal bins;
Waste Collection - financial constraints, deriving from collection problems of service fees;
effectively restricting waste collection services;
Waste Disposal - the current Ha Tšosane landfill is inappropriate to its location and must
be shut down and rehabilitated. Alternative landfill locations are deemed
inappropriate and a preferable option has yet to be selected.

Extreme poverty levels significantly restrict the scale of waste for disposal. However, as
the city grows, income levels rise and consumption patterns change the scale of waste for
disposal will rise exponentially.

Moreover, the planned “Greening of Maseru” will produce large quantities of organic
waste requiring treatment and/or disposal.

A comprehensive Waste Disposal Master Plan has been prepared for the City but has
largely not been implemented. The plan, however, was prepared prior to the SDF and
hence does not account for important elements as housing densification and the “green
and blue” network.
13.3.14.10 Providing Sanitation Services (Action Plan)
The following actions are required:
The urgent selection of an alternative waste disposal site and its vital development;
Updating the Waste Disposal Master Plan to account for relevant SDF plans and
specifically for the “green and blue” network, if possible on the basis of
compostisation technologies to be integrated into the network itself;
Resolution of constraints within the framework of a comprehensive restructuring of MCC
finances and operations.

MUP&T Draft Final Report [219] October 2010

13.3.113.11 Cemeteries

Maseru‟s myriad cemeteries sadly serve as significant community focal points and there
is clear preference for burial in local cemeteries. The MDP proposed the establishment of
large cemeteries but failed to address the issue of access thereto and the proposals were
not implemented.

However, the rapid expansion of the cemeteries given mortality rates will constrain
options for future infill and the development of public open space. Therefore the existing
cemeteries will be cordoned and physically fenced in with burial limited to vacant plots.
In as much as possible, the cemeteries will be integrated into the “green” network with
vegetation as fences and gardening within.

Three cemeteries of approximately 25 ha. each are required to the planning horizon. They
require easy PT access but cannot be located along the Integrated Development Corridors
as they would constrain the development of the corridors and detract from their optimal
utilisation. Hence, the cemeteries will be located at the end of the Development
Corridors, both ensuring easy access to PT termini and creating physical buffers
constricting sprawl beyond the corridors. Cemeteries are therefore designated:
On the north-western Urban Edge, within easy walking distance of the “North Gate”
Terminus.
Adjacent to “South Gate” Park.
On the eastern edge of “Millennium Park”, south of the A10.

13.3.113.12 Developing Cemeteries (Action Plan)

Acquisition and registration of land for cemeteries;
Detailed planning for the staged development of each cemetery;
Planning and implementation of financing arrangements;
Cordoning and fencing of existing cemeteries and ensuring their ongoing maintenance;
Planning and establishment of administrative and maintenance structures for each of the
city-scale cemeteries;
Implementation of the planned reorganisation of PT detailed in Sections 13.4.2 and 14.2
below, in order to ensure access to the new cemeteries.

13.3.15 Economic Development

The future development of the City is dependant in large part upon its economic
development.

The significant economic development over the past decade has been largely driven by
labour intensive manufacturing, rapid in-migration given the demand for cheap (female)
labour and by government. This growth has contributed notably to the City and indeed
the Kingdom as a whole. However, its future potential contribution is probably limited in

MUP&T Draft Final Report [220] October 2010

scale and certainly limited in scope and impact. Whilst the ongoing expansion of
manufacturing is essential, it is in itself not an adequate base to meet future requirements
and the potential for the expansion of the public sector is perforce limited.

Development of Maseru as a City of Quality, as defined in the City‟s Vision Statement,

is therefore dependant on a paradigm shift in the field of economic development. Future
economic development needs to be driven and enabled, inter alia, by:
Systematically upgrading from purely labour intensive manufacturing to “Upstream”
Value-added Manufacturing based firstly on extending and upgrading current
sectors, enabling and ensuring entry into more specialised markets; and
diversification of manufacturing and industry;
Systematically extending, developing and upgrading the Service Sector initially oriented
to the local market and progressively targeting wider South African and regional
markets; at the outset focussing on the substitution of imported services and gradually
moving to the export of selected services, with special emphasis on Tertiary
Education;
Nurturing, developing, enabling and empowering the Middle Class and specifically
enabling capital accumulation and access to finance based on a rapidly developing,
well regulated and efficient Real Estate market;
Enabling and developing Commercial Agriculture and possibly Commercial Forestry,
harnessing the potential derived from the combination of water resources, climate,
soils and the availability of ready labour;
Identifying, developing capacities, gaining a foothold and penetrating select
Knowledge and Information Niche Sectors;
Enabling and developing Niche Tourism and Popular Recreation, Entertainment and
Sports;
Providing the necessary Land Reserves, Infrastructure and Services required by each of
the sectors;
Ensuring the ready supply of a well educated, appropriately trained Work Force;
Ensuring an appropriate Investment Environment;
Developing, Branding and Marketing of Maseru as a unique City of Quality on the
African Continent;
and more.

13.3.15.1 Structure and Distribution of Economic Activity

Some 110,000 persons are presently employed in the MPA (some 90% within the MUA).
The Work Force is projected to continue to grow at a slightly slower rate than that of the
total population as natural growth (births) progressively balances in-migration as the
source of growth. Moreover, as Tertiary Education expands the proportion of students
will increase.

MUP&T Draft Final Report [221] October 2010

Assuming rapid economic growth as envisaged, these trends will be balanced by a
reduction in unemployment and the increasing entry of “home-makers” into the
workplace. In total, these trends are projected to balance out and the number of actively
employed in the MPA to grow to some 214,000 with over 90% within the MUA.

The sectoral and spatial structure of the City‟s Space Economy is projected to change
significantly:
The Public Sector is expected, indeed needs, to grow faster than the population growth
rate to meet the needs of the population and close considerable “gaps”, particularly in
the fields of education, health and municipal services.
Central government is projected to grow at a slower pace and continue to concentrate
in the City Centre, supplemented in part by the location of specific functions in
121 122
Botsabelo and the Industrial Zones . Appropriate mechanisms to plan and
123
provide for government accommodation needs, ensuring appropriate, effective,
efficient and timeous supply of land and built space, will be established and will
operate in full coordination with the planning authorities.
Service functions require substantial land allocations in the residential areas. Planning
requirements are detailed in Section 13.3.14 above and Appendices 2 & 3 below.
The Business Sector, commerce and services, is projected to grow rapidly, outstripping
all other sectors and driving economic growth and employment. The sector‟s growth
will be driven and accelerated by assorted factors, including:
A rapidly growing Middle Class with rising incomes, economic security and access to
capital based on a developing Real Estate Market, and characterised by modern
lifestyles and consumption patterns;
Public sector intervention and enabling support, not subsidisation, for selected
economic sectors;
Provision of enabling spatial environments appropriate to high order business,
commerce and services in the City Centre and in select Business Parks;
Provision of enabling spatial environments appropriate to a hierarchical distribution
of commerce and services;
Provision of appropriate infrastructure and services, particularly communications,
movement and transportation;
124
Enabling investment environment and relaxation of administrative constraints ;
Systematic outsourcing of select public services;
Introduction and systematic phased development of support mechanisms including
business planning, finance, marketing, etc. for selected sectors with emphasis on
small and medium enterprises;
Functions requiring relatively low accessibility.
Support functions as archives, workshops, logistics, etc.
Primarily non-residential but also residential housing, where possible releasing residential properties for
non-residential government or municipal use or releasing them into the market.
e.g. licensing proceedures, extended trading hours, etc.

MUP&T Draft Final Report [222] October 2010

 Systematic upgrading of the informal sector and its progressive integration into the
formal sector;
In the longer term, the image, branding and marketing of Maseru as a City of Quality;
and much more.
The gross spatial requirements necessary to facilitate this growth and development
125
have been defined and are incorporated in the SDF . However, it is stressed, this is
a requisite precondition but is by no means adequate. The rapid, balanced growth and
development of the business sector and its component sub-sectors will be enabled and
directed in detailed planning to ensure the provision and distribution of appropriate
126
land allocations and built space .
Industry, Manufacturing and Logistics is projected to continue to develop at rapid
pace in the coming years but over the planning horizon its relative rate is projected to
decline as the process matures. The sector‟s diversification and continuous
upgrading, shifting the focus from purely labour intensive to value-added
manufacturing, will be driven and enabled inter alia by:
The availability and capacities of an increasingly better educated workforce;
Active, planned intervention and support for the diversification, restructuring and
upgrading of industry and manufacturing in the City;
Structuring, and where necessary restructuring, Industrial Zones to provide
appropriate land allocation (plots) for varied industrial uses and, where
appropriate, integration of and with business functions;
Adapting land allocation procedures to enable and induce private sector initiative and
participation in development and construction for industry, manufacturing and
logistical functions;
Introducing wider variety and greater flexibility in the design and construction of
building stock for industry, manufacturing and logistical functions;
In the longer term, the image, branding and marketing of Maseru as a City of Quality;
and more.
As with the Business Sector gross spatial requirements to facilitate industry,
manufacturing and logistical functions have been defined and are incorporated in the
SDF. However, here too it is stressed, this is a requisite precondition but is by no
means adequate. The further, balanced growth and development of the sector and its
component sub-sectors needs to be enabled and directed in detailed planning to
ensure the provision and distribution of appropriate land allocations and built space as
indicated above.

See, for example, Section 13.3.8 (City Centre), Section 13.3.9 (Corridors and Nodes), Section 13.3.10
(City Gates).
Including plot sizes, frontages, mixes, parking requirements, infrastructural requirements, allocation
procedures and priorities, construction and business licensing, staged development, et al.

MUP&T Draft Final Report [223] October 2010

The growth and systematic upgrading of the Informal Sector will be enabled and supported by:
Provision of structured, organised and supervised markets in appropriate locations,
specifically the Markets Pedestrian Precinct, Corridor Nodes and City Gates;
Provision of structured, organised and supervised stalls in appropriate locations,
primarily adjacent to bus stops and large attractors (factories, stadia and large
sports facilities, larger education facilities, hospital, etc.) but not in the CBD or
City Frame except for the Markets Pedestrian Precinct;
Preplanning of Corridor Node markets for future upgrading to Shopping Centres;
Preplanning of selected stall locations for future upgrading to formal retail;
Enabling select informal activities in residential neighbourhoods, catering to local
127
demand whilst proscribing inappropriate activities ;
Providing support mechanisms including business planning, micro-finance,
registration and licensing, etc. to assist in establishing, nurturing and formalising
micro-business;
and more.
The Informal Sector is projected to grow rapidly as the city develops and to
progressively be absorbed into the formal business sector, constituting the lower end
of the sector and its fastest growth element. As such, by the middle of the planning
horizon, a balance is expected to develop between the entry of new players into the
informal sector and the exit of small businesses entering the formal sector.
The Agricultural Sector is planned to grow and restructure to a Commercial
Agricultural and Forestry Industry as indicated in Section 13.3.11 above and as will
be defined in the Master Plan for the Development of Commercial Agriculture. To
enable development of sector:
Agricultural Lands, as defined, will be protected;
DPs and SDPs will be prepared and, subject to defined constraints and requirements,
approved for commercial agricultural and forestry projects;
Adequate water supply and distribution will be assured;
Land will be allocated, planned and developed for Agro-Industry in both “North
Gate” and “South Gate” Industrial Zones.
The Construction Sector is projected to grow very rapidly as the city develops and
standards and requirements continuously upgrade: Indeed it can be expected to almost
treble over the planning horizon, constituting the fastest growing sector in the local
economy.
As the economy grows and demand for skilled labour and professionals increase and
standards of construction rise, the construction industry should progressively shift
from a labour intensive industry to a more balanced structure. However, in the

127
e.g. animal husbandry, workshops and shebeens.

MUP&T Draft Final Report [224] October 2010

 interim, it will primarily be a labour intensive industry. Hence, the development of
the construction industry, together with commercial agriculture and forestry, is also of
major social significance since they provide employment opportunities for young
unskilled male migrants from the rural areas, contributing to demographic balance.
It is essential that the development of this sector be enabled and based primarily on
local inputs including labour, materials and progressively also engineering, design
and management.
Adequate provision for the industry will be assured in detailed planning of Industrial
Zones, particularly in the planning and development of the North Gate Industrial
Zone and in the Millennium Park Industrial Zone.
The Transportation Sector is projected to grow on the margin and then only towards the
end of the planning horizon. The sector will restructure and upgrade to enable and
ensure the implementation of the Transport Development Plan as detailed in Section
14 below.

13.3.15.2 The Local Space Economy

To accommodate and enable the planned and projected economic development of

Maseru, economic activity and employment will be concentrated and hierarchically
distributed between:
The CBD - as detailed in Section 13.3.8 above;
The City Frame and the Markets Pedestrian Precinct as detailed in Section 13.3.8;
The Moshoeshoe Integrated Development Corridor Business Park as detailed in Section
13.3.8;
Botsabelo as indicated in Section 13.3.6 above which will provide high standard
infrastructures enabling business and the Lakeside Industrial Zone which may be
developed as a Business Park as indicated in Section 13.3.11 above;
Integrated Development Corridors and Nodes as detailed in Section 13.3.9 above;
The Northern Industrial Zone, dedicated firstly to City Centre and border related
industrial, light industrial and logistic functions, to be systematically densified and
upgraded to a “clean” Industrial Zone.
The section of the zone along Moshoeshoe Road will be upgraded and integrated as
an integral business oriented element of the Moshoeshoe Integrated Development
Corridor.
Recreational functions generally disruptive to residential areas and inappropriate to
the CBD will be accommodated in the zone, primarily along or adjacent to
Moshoeshoe Road with ready access to PT.
Thetsane Industrial Zone, will remain a primary centre of industrial activity, including
large labour intensive factories. It will be expanded on the margin and upgraded in
part to incorporate and accommodate more intensive, higher end manufacturing.

MUP&T Draft Final Report [225] October 2010

 The zone will be upgraded to integrate limited commerce, services and business
functions, developing into and functioning as an Integrated Development Corridor
Node as detailed in Pilot Plan (Appendix 7).
Inasmuch as possible the industry will be cordoned by a “Green” buffer protecting
adjacent residential neighbourhoods.
Millennium Park Industrial Zone, presently under development will host
manufacturing and industry on a scale similar to that of Thetsane at present. Priority
128
however will be given to diversification and higher order “value added”
manufacturing. Options for introducing varied and flexible development procedures
and construction of a wider variety of “building shells” to cater for differing
requirements of diverse industrial and logistical functions, will be prepared as a
matter of priority.
Existing plans will be assessed and if required adapted and/or the planned zone
expanded to cater for projected requirements of the construction industry.
Existing plans will be assessed and if required adapted and/or the planned zone
expanded to ensure that the planned industrial development will be integrated with
the planned Corridor and Node, PT terminus, residential developments and
“Millennium Park”.
North Gate Industrial Zone, will be planned in the framework of the “North Gate” MP detailed
in Section 13.3.10 above.
The industrial zone itself will be planned on some 40-50ha. accommodating industry,
manufacturing and logistical functions employing 7-9,000 employees. The specific
mix of target industries and hence the mix of plots and development rights will be
defined in detailed planning.
Detailed planning of the zone will prioritise, inter alia:
Provision for agro-industry;
Provision for the construction industry;
Integration with the “North Gate” complex and its transportation, commercial and
service elements;
Developing and maintaining extensive, clear and wide “green” buffers between the
zone and adjacent existing and planned residential areas and the City‟s
Cordon.
South Gate Agro-Industrial Zone, will be planned and developed jointly or in close
coordination with the “South Gate” complex detailed in Section 13.3.10 above.
The zone itself will be planned on approximately 30ha. dedicated to agro-industry
employing 3,000 - 4,000 employees. The zone will be defined and based on existing
129
agro-industrial plant opposite “South Gate”. The zone may be planned as a single

Already underway with the construction of the Philips industrial complex.

The old asparagus factory complex.

MUP&T Draft Final Report [226] October 2010

 contiguous complex or a series of defined smaller complexes incorporating existing
unused plant in Mazenod.
Appropriate commercial and recreational functions integrated in the “Green and Blue” network
Recreational Nodes;
Appropriate low order commercial and service functions located and integrated in
Residential Areas.
The structure of Maseru‟s planned Space Economy is depicted in Map 64 below.

Map 64: Structure of Maseru’s Space Economy, 2030

13.3.15.3 Enabling Economic Development (Action Plan)
An Economic Development Master Plan is required for Maseru addressing economic, financial,
spatial, administrative and legislative issues in a comprehensive,

MUP&T Draft Final Report [227] October 2010

 integrative manner. The plan will require the inclusion and intensive participation of
all relevant bodies and the private sector itself.
Preparation, definition and approval of Guidelines for the Planning and Development
of Employment Zones (mixed-use, business and industrial zones) to guide detailed
planning on issues as plot sizes, access requirements, defining off-sets and frontages,
elevations and densities, requirements for mixed use, infrastructural requirements,
environmental issues, etc.
Detailed plans to be prepared as detailed above;
Reassessment and adjustment of selected existing plans need to be implemented as detailed
above;
A Government Accommodation Master Plan needs to be prepared, in close
coordination with the relevant planning authorities, on the basis of a comprehensive
assessment of:
Current, short, medium and long-term non-residential requirements of all government
ministries, agencies and authorities;
Policy for the provision of residential housing and its scale implications on the short,
medium and long-terms.
Current stock of built-space owned or occupied by government ministries, agencies
and authorities;
Assessment of feasibility and cost of expanding current facilities;
Alternative options for the provision of appropriate accommodation and
rationalisation of the utilisation of land and built stock for government use in
Maseru;
Design guidelines for the development and construction of government facilities to
ensure prominence of local construction materials and traditional or colonial
design elements; appropriate facilities and amenities for directly serving the
public and physical access and facilities for the disabled.

13.3.16 Form and Identity

Maseru retains a unique spatial form bestowed by its numerous natural assets (mountains
and hills, escarpments, rivers, streams and water bodies. These assets serve will as the
platform on which the city‟s spatial identity can enhanced allowing for its branding and
marketing, particularly in the fields of tourism and culture, but also as a City of Quality
contributing to investment security.

Maseru‟s semi-radial structure is clear and legible but little else in the city‟s structure,
apart from mountains and hills, is legible. Legibility is essential to intuitively direct both
residents and visitors to points of opportunity and interest, concentrating demand in
appropriate areas to achieve requisite thresholds and provide amenity.
13.3.16.1 Enhancing Form and Identity (Action Plan)

MUP&T Draft Final Report [228] October 2010

The enhancement of form and identity requires:
Protecting natural assets as detailed in Section 13.3.12 above;
“Greening Maseru” as detailed in Section 13.3.11 above;
Creating a clear appropriate skyline with high-rise in the CBD, medium-rise buildings in
Corridor Nodes and the Moshoeshoe Corridor and low-rise in the City Frame and
along the Integrated Development Corridors, as indicated in Sections 13.3.8 and
13.3.9 above;
Developing and gardening Traffic Circles (roundabouts) as detailed in Table 22 below;
Design guidelines for the development and construction of all public facilities and within
the City Centre to ensure prominence of local construction materials and traditional or
colonial design elements;
Promoting and supporting incorporation of local construction materials and traditional or
colonial design elements in private development, particularly in Nodes and along
Corridors and in construction for tourism and recreational facilities.

13.4 Transportation Systems

13.4.1 Pedestrian Movement Systems

Maseru is characterized by the prevalence of pedestrians. This is mainly a result of the

very poor public transport system that forces users to walk to distant PT stops. In
addition, given the relatively expensive PT system together with the absolute level of
poverty of large segments of the population, many are excluded from the PT system and
are forced to walk directly to their final destination.

Walking conditions are far from adequate, despite the large number of pedestrians. The
lack of basic, let alone dedicated and protected, sidewalks as well as the lack of protected
crossings makes walking in Maseru a dangerous, sometimes perilous, activity.

Pedestrian fatalities
account for almost 45%
of all car accident
fatalities. This statistic
is among the highest in
the world.

As such the development

of safe pedestrian
movement systems is
essential in Maseru.
Figure 65: Road Fatalities in Lesotho and Maseru, 2003-2006

MUP&T Draft Final Report [229] October 2010

13.4.1.1.Enabling and Promoting Safe Pedestrian Movement (Action Plan)
Promotion of safe, direct and high quality Pedestrian movement within Maseru requires:
Development of a high-standard city scale “Sidewalk Backbone Network”, along the
main pedestrian corridors as detailed in Section 14.1. Sidewalks should: be wide
and direct in order to accommodate high volumes of pedestrians; separated from
motorized traffic, as much as possible, in order to ensure pedestrian safety; have
adequate street-lighting and should be shaded as much as possible in order to provide
a high quality of service for pedestrians.
Construction of a “Local Sidewalk Grid”, along streets and pedestrian paths in
public open space as an integral part of new developments and in the upgrading of
existing residential areas. This secondary network will provide safe access to local
services and facilities, and specifically to bus stops, and link into the city scale
“Sidewalk Backbone Network”.
Promotion of Pedestrian Segregation from motorized modes, through physical separation
and by the development of pedestrian paths in the green network.
Development of Pedestrian Crossings at high pedestrian traffic points, and specifically
in central locations (along Kingsway for example) providing pedestrians with direct
and safe crossing opportunities.
Introduction of Traffic Lights, Pedestrian Islands and/or Circles, as appropriate, at major
pedestrian crossing points, in order to provide safe and fast crossing.
Introduction and implementation of Traffic Calming Measures along streets in the city
centre and in residential neighbourhoods (where necessary), thereby reducing vehicle
speed and improving pedestrian safety.
Introduction of a Road Safety Package in schools which includes both physical
measures (traffic calming, pedestrian crossing, fences, posting traffic wardens, etc.)
as well as soft measures (pupil awareness, campaigns, etc.).

Map 65: Proposed City Scale Sidewalk Backbone Network

MUP&T Draft Final Report [230] October 2010

13.4.2 Integrated Public Transport Network

The current PT System in Maseru accounts for over 80% of all motorized trips, carrying
48 million passengers annually. Despite this the PT System suffers from an assortment of
shortcomings, including:
Long waiting times in queues at the “Ranks”, and a lack of direct services in the afternoon
and evening.
Expensive PT fares and the lack of an integrated ticketing system, which would enable free
transfer and provide discounts to specified underprivileged groups.
Capacity shortages, resulting in overcrowding, particularly during peak hours.
Uncomfortable and unreliable services, operating without a defined time-table.
Distant transportation stops, which force users to walk long distances.
Very limited and expensive services at night.
The lack of physical bus stops in most areas and poor standards and conditions of existing
bus stops.
Low capacity vehicles in the PT service, which generate additional congestion and increase
O&M costs, transferred to the client in the form of high fares.
“4+1” services, which are unsafe for on-board passengers as well as for pedestrians and other
vehicles in the vicinity.
Existing public transport terminals in the city centre (“Ranks”) do not provide adequate
levels of service:
Passengers are required to stand in long, unsafe and unsheltered queues;
Within the ranks traffic is not well managed, especially at the entrance/exit;
There is a severe shortage of sidewalks into and out of the “Ranks”;
Embarkation points are spread randomly making transfer very difficult.

Figure 66: Transport Expenditure by Socio-Economic Group

The promotion of safe, direct and high quality Public Transport within Maseru is to be
achieved by reorganising the PT network as detailed below.

MUP&T Draft Final Report [231] October 2010

Figure 67: Comparative Average Daily Ridership on Buses
13.4.2.1 Reorganising the PT Network

The existing PT network will be replaced by a new hierarchical route network, as detailed
in Section 5.2, that will comprise of 25 lines segmented into four layers:
4 “Backbone” Lines - along the following four main corridors:
Main South Integrated Development Corridor - a BRT service is proposed along
this corridor, as detailed in Section 13.4.2.2 below.
Main North Integrated Development Corridor.
East Ring Transportation Corridor
West Ring incorporating the Millennium Integrated Development Corridor. The
above lines will operate at a high frequency, utilising medium to large capacity
vehicles as detailed hereunder.
11 Local Lines - serving as inner-city feeders to the backbone lines and connecting
residential areas to the CBD and the industrial and business zones.
2 CBD Circular Lines - running clockwise and counter-clockwise, connecting the CBD,
City Frame and the Northern Industrial and Business Zones along Moshoeshoe and
Kingsway Roads, and providing an affordable, frequent and reliable service in the
City Centre.
8 Feeder Lines - connecting Mazenod and the rural hinterland to Maseru.

Only regulated PT vehicles will operate along their specifically designated routes, subject
to specific terms defined in their licensing (including routes, capacity, time-tables,
roadworthiness and insurance requirements, driver licensing and training, safety
requirements, etc.).
Map 66 below illustrates the proposed hierarchical network for Maseru with 25 bus lines:

MUP&T Draft Final Report [232] October 2010

Map 66: Proposed Hierarchical Public Transport Network for Maseru
13.4.2.2 Reorganising the PT Network (Action Plan)
The PT system requires, inter alia:
Introducing Medium- and High-Capacity Vehicles - The purchase and operation of
medium- and high- capacity buses for certain proposed lines, will increase capacity,
reduce O&M costs, increase the level of service and comfort for passengers and
ameliorate congestion.
Developing 5 Central Bus Termini - High standard public transport terminals will be
constructed at strategic locations within the city to accommodate the projected high
volume of traffic. Three terminals - “North Gate”, “South Gate” and “Border Gate”
will also serve as gateways to the city.
PT terminals will include the following:
Sheltered platforms and (dis)embarkation areas.
Clear signs indicating platform numbers and bus destinations.
Efficient interface between various modes of transportation and PT buses, enabling easy
transfer.
In the future, “Park & Ride” facilities, which will attract private vehicle users to use PT to
reach the city centre from the terminal (primarily at the Millennium Terminal).
Ticketing Office.
Information boards.

MUP&T Draft Final Report [233] October 2010

Passenger oriented commercial activities and outlets will be developed within the
terminals in order to increase their economic viability.

Map 67 below indicates the proposed location for each terminal, based on transportation
requirements and a preliminary land-use availability assessment.

Map 67: Location of Public Transport Termini in Maseru

Introducing Scheduled Services - The proposed service will be based on fixed time
schedules set by the MoPW&T, in consultation with the MCC. This will guarantee a
higher quality of service for passengers and will enable regulation and enforcement.
Timetables and frequencies will be defined based on the detailed analysis of current
demand and the availability of vehicles for each line. “PT Marshals” at the “Ranks”
and termini will be responsible for ensuring that time tables are met, regardless of
whether the vehicles are full or not.
Introducing an Integrated Ticketing System – The ticketing system is to include
discounted fares for specific population groups (e.g. the disabled, the elderly, etc.)
and monthly passes. The system will enable passengers to transfer between PT
vehicles freely, increasing the attractiveness of the PT service and reducing fraud.
Designation and Construction of Bus Stops - Each of the lines will include designated
bus stops, including requisite lay-bys, for safe and organised embarkation and
disembarkation from vehicles. PT vehicles will not allow embarkation or
130
disembarkation along roads in the urban areas other than at designated stops . This
will shorten travel time and enable drivers to meet time schedules, while
simultaneously guaranteeing a reliable service for passengers. This will further

130
Rural feeder lines will allow embarkation and disembarkation along rural roads, subject to
safety regulations.

MUP&T Draft Final Report [234] October 2010

 contribute to the creation of local points of opportunity, concentrating pedestrian
traffic and enabling the location of safe pedestrian crossing points, as well as enabling
the development of associated services and specifically retail commerce, including
the informal sector, in the vicinity of the stops.
Construction of Bus Stop Shelters and equipping them, at minimum with basic
information boards including maps and time tables. In the future technologically
based information systems may be provided.

13.4.2.3 BRT

The above concepts mesh well with the BRT Model. The BRT Model can be
implemented along the Main South Integrated Development Corridor with a dedicated
bus lane along Main South Road.

Currently more than 5000 inward passengers use PT along this route during weekday AM
peak hour. This demand is presently met by more than 300 15-seater “taxi” trips to the
City Centre during weekday AM peak hours. These “taxis” cause congestion, which in
turn decrease travelling speeds and substantially lengthen trip times.

It is projected that by 2030 8,000 inward passengers will utilise PT services along this
route during weekday AM peak hour.

With this scale of demand there is a sound base for the promotion and deployment of a
full BRT service along the corridor. The full BRT service will:
Run on a dedicated lane enabling buses to significantly shorten their travel time;
Operate with high-capacity vehicles that will meet the projected scale of demand;
Provide High frequency service, especially during peak hour;
Utilize high quality and safe vehicles;
Employ an electronic ticketing system, enabling transfer and increasing demand;
Include the re-structuring of the overall network as part of the BRT operation to eliminate
competition and to increase ridership.

Figures 68-69: Examples of BRT Lanes in

Bogota (Left) and Lagos (Right)

MUP&T Draft Final Report [235] October 2010

13.4.3 Enabling and Promoting Cycling
The use of bicycles as a mode of transportation is extremely rare in Maseru. Bicycle trips
are estimated to account for as little as 0.1% of all trips in Maseru.

There are various sociological and cultural reasons for the absence of bicycle usage in the
City. There are also some physical obstacles that hinder cycling in specific areas in
Maseru (e.g. hilly terrain, heavy rainfall, long distances). However, the primary cause for
the absence of cyclists in Maseru relates to the total absence of appropriate infrastructure,
making cycling a risky undertaking.

With the implementation of appropriate measures the share of cycle trips can rise
dramatically and could account for up to 10% of the overall trips in Maseru, as is
evidenced in several other cities worldwide, both in developed countries (such as Holland
and Japan) and in many sub-Saharan African cities. The share of bicycle trips can rise
dramatically given that:
The current PT service is expensive and offers a low-level service;
The typical trip length in Maseru (80% of trips are shorter than 10 km) is suitable for cycling;
 Trip Length Distribution, Maseru - THS, Nov 09
70,000

60,000
Number of Trips, Daily

50,000

40,000 Optimal
Walking
30,000 Distance

20,000
Optimal
10,000 Cycling
Distance
-
1 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
Figure 70: Trip Length Distribution, Maseru - THS, Nov 2009
The current PT service generally requires long walking distances, that can easily be replaced
by bicycle;

In certain cases along major routes there is sufficient space to accommodate the
development of bicycle paths (e.g. Southern Bypass) and other routes will anyway
require widening which, when undertaken, can incorporate development of bicycle
paths;

MUP&T Draft Final Report [236] October 2010

 Figure 71: Example
of Roadside Cycle
Path
The development of the proposed “Green and Blue” networks will enable and promote the
development and integration of cycle paths;
The proposed urban development strategy promotes local development and integration of
residential, services and selected employment alike. Cycling is the most suitable mode of
transport on the local neighbourhood scale.

13.4.3.1 Enabling and Promoting Cycling (Action Plan)

The promotion of fast, direct and safe cycling

within Maseru as detailed in Section 14.3 is to be
achieved by:
Developing a high standard direct and safe cycling
path network in the medium term that will
connect different parts of the city, in part if not
in whole;

Initially developing a number of local cycle
paths linking residential areas (particularly more
peripheral residential areas) to High Schools,
thereby enabling further access to educational opportunities;
Launching educational courses in schools, which promote the usage of bicycle, as well as the
provision of bicycles to High School pupils;
Promoting business entrepreneurship for affordable bicycle shops;

Providing incentives for employers to encourage their employees to commute by bicycle;

Promoting recreational cycling by developing cycling paths in green areas.
13.4.4 Improving the Road Network
13.4.4.1 Improving the Existing Road Network

In general, Maseru‟s road network retains sufficient capacity, allowing for relatively high
driving speeds. The average travel speed is estimated at 26 km/hr during AM peak hours.
This in turn means that most vehicle trips are completed in less than 30 minutes.

Map 68 below indicates the volume and congestion during AM peak hours in Maseru in
2009. The majority of the road network operates on a good service level, reflected by
green (Volume to Capacity ratio is low). Congestion (Yellow – Moderate and Red –
Severe) is limited to a few arterial roads leading to the City Centre.

MUP&T Draft Final Report [237] October 2010

Map 68: Congestion and Traffic Volumes in Maseru, AM Peak Hour, 2009
Whilst general traffic conditions in Maseru are satisfactory the Consultant has identified a
number of drawbacks which need to be addressed, these include:
Inadequate capacity along two major arterials to the city: Main-North-1 and Main-South 2.
Inadequate capacity at a number of intersection and locations in the City Centre as specified
in Table 23 below:
Congestion
Location Causes of Congestion
Period
Unregulated parking in city centre; poor
Kingsway and Pioneer Road
AM / PM outdated signal programme at the intersection,
near "Shoprite" (Supermarket)
“taxi” stop.
Main North Road - East of the
AM / PM Lack of approach lanes to the intersection.
Cathedral Circle
Main South Road - South of the Lack of approach lanes to the circle;
AM / PM
Cathedral Circle Congestion in the circle from all directions.
Main South Road - South of Lack of approach lanes to the circle;
AM
Conference Circle Congestion in the circle from all directions.
Kingsway – near the QE II
AM Poor outdated signal programme.
Hospital
No traffic lights at Kingsway-Mpilo
Kingsway-Mpilo Intersection AM
intersection; Lack of approach lanes.
Lack of approach lanes to the circle;
Moshoeshoe Road - from the
Congestion in the circle from all directions;
Central Bank to the Cathedral PM
Poor or outdated signal programme at the
Circle
northern Central Park intersection.
Lack of approach lanes to the intersections,
Main North Road - from the
PM especially at the Lakeside intersection; Lack of
Cathedral Circle to the Dam
free turn lanes at the Lakeside intersection.

MUP&T Draft Final Report [238] October 2010

 Congestion
Location Causes of Congestion
Period
Kingsway Road - near the Lack of approach lanes to the circle;
PM
Cathedral Circle Congestion in the circle from all directions.
Congestion due to pedestrians crossing; High
Thetsane Industrial Area PM
volume of taxis.
Table 23: Congested Intersections and Locations in Maseru, 2009
Poor quality of road paving along specific roads, as well as the absence of maintenance of
local dirt roads within residential areas;
Frequent lack of road signposts and markings, especially centrelines.
The resolution of existing shortfalls primarily requires:
Upgrading and widening the Main North and Main South Routes as Integrated Development
Corridor Roads;
Improving intersections;
Systematic upgrading and paving of feeder-roads linking the bulk of the traffic volume to the
primary arterial routes;
Restructuring the financing of local neighbourhood road development in order to enable
the MCC to upgrade and maintain local roads or alternatively to allow local
communities to organise to upgrade and pave their roads.

13.4.4.2 Catering for Future Demand

Given projected growth and development goals, Maseru is expected to experience rapid
growth in motorisation rates and car ownership in the next two decades. This will, in turn,
generate significant congestion along major arterial roads, as well as at several
intersections in the city centre.

Without appropriate intervention, the level of service will deteriorate along all principle
roads. Congestion (indicated in orange and red in Map 69) will occur on all arterial
roads. Specifically, lengthy traffic jams will form along the Main-South and Main-North
Roads.

The development of an efficient and quality road network which will meet projected
demands in Maseru is to be achieved by the following as detailed in Section 5.4:
Increasing capacity along major arterial roads to enable adequate driving speeds.
The construction of new roads to provide additional connectivity between newly developed
employment centres and residential areas.
The re-construction of several congested intersections in order to increase capacity,
relieve congestion and improve traffic safety for car users and pedestrians alike. This
will be achieved by:
Adding lanes at intersections;
Providing unrestricted, protected left turns;

MUP&T Draft Final Report [239] October 2010

 Redesigning signal programmes to meet relevant demand;
Converting certain intersections into roundabouts.
Posting traffic signs at strategic intersections and marking centrelines along all principle
roads.

Map 69: MUA Projected Traffic Volume and Congestion, 2030 AM Peak Hour

Based on the above measures, Map 70 below demonstrates the main road network
developments that are required to meet projected demand in Maseru and to provide
quality service for public transport and private vehicles alike. The proposed road
infrastructure plan is an integral element of the SDF and coordinated with its urban
elements.
13.4.4.3 Road Hierarchy and Typology

An effective Road Network for Maseru should be hierarchical in its structure.

Construction and maintenance guidelines will be defined for each layer, based on
international best practices. Special attention will be given to the interface and merging
points between layers to enable the smooth transition from one layer to another. For
instance, when shifting from a transportation corridor to a residential road, capacity
should be changed gradually to minimize bottle necks. Speeds should be relaxed by
signposts and hampers etc.

8 differing road and street types are identified for Maseru. Each is to function and be
developed with distinct characteristics and elements as below:

MUP&T Draft Final Report [240] October 2010

Map 70: Proposed Road Infrastructure Development in Maseru
Integrated Development Corridors;
Dedicated Transportation Corridors;
Limited Access Roads;
Boulevards;
Feeder Roads;
City Centre Roads;
Industrial Area Inner Roads;
Residential Area Inner Roads.

Design Guidelines need to be defined to guide and direct the planning and construction of
each type of road, including ROWs, allocations for pedestrians, cycling, infrastructure
(including drainage), parking, and interface with private space and construction.

13.4.5 City Centre On-Street Parking

On-Street parking in the city centre is unregulated and generally un-organized. Most
streets in the CBD lack delimitation markings for parking and signs that allow / prohibit /
regulate parking. Overall only 330 organized parking spaces were identified in the city
centre, all available for use on an unrestricted basis, free of charge.

Map 71 below indicates the areas of un-organized on-street parking by segmenting

streets in the city centre into 3 categories:

MUP&T Draft Final Report [241] October 2010

Un-organised, un-delimited roadside parking;
Delimited parallel roadside parking;
Delimited perpendicular roadside parking.

Map 71: CBD On-Street Parking Inventory, 2009

The 2010 parking survey indicates that the maximum occupancy rate of on-street parking
spaces in the city centre stands at ~90%. It should be noted that this rate includes the
occupancy of illegal (i.e. non-regulated parking spaces), which are located within
intersection areas (i.e. less than 10 meters from the intersection) or at a double parking
position. This means that the occupancy rate of legal spaces is close to 100%.

Over 70% of vehicles park for less than one hour. This is a high rate of turnover that is
usually only obtained with high parking fees.

In addition, there is a shortage of clear marking of legal and illegal parking space and
enforcement of legal parking by the police and/or municipal inspectors. Parking in illegal
spaces (i.e. near intersection or in a double or triple parking pattern) is, effectively, the
norm.

There is a need to introduce a simple and clear parking system in Maseru City Centre as
detailed below. However, it must be stressed that on-street parking cannot meet projected
demand over the planning horizon and these needs will perforce have to be catered for
with extensive off-street paid parking.

MUP&T Draft Final Report [242] October 2010

 On-Street demand in CBD by Time of Day
100%

90%

80%

70%

60%

50%

40%
08:00
08:30
09:00
09:30
10:00
10:30
11:00
11:30
12:00
12:30
13:00
13:30
14:00
14:30
15:00
15:30
16:00
16:30
17:00
17:30
Figure 72: On-Street CBD Parking Demand by Time of Day 2010

13.4.5.1 Organising City Centre On-Street Parking (Action Plan)

The following actions are required:
Defining an On-Street Parking Scheme in the City Centre - The scheme will charge
fees for parking a vehicle in the city centre. Residents of the proposed area and
disabled persons will be exempted. The system will be based on proven technology,
will be easy to use and maintain and will provide an appropriate mechanism to
arrange parking and manage traffic whilst simultaneously providing revenue for the
municipality.
Defining and marking all streets in the City Centre where parking is permitted and
designated - This will include the specification of conditions for parking (time of
day, maximum duration, vehicle type, parking fare, etc.).
Enforcement, regulation, inspection and monitoring of the scheme - This will include
the involvement of the police and the introduction of a parking inspection unit to
handle vehicles obstructing traffic (such as parking on sidewalks, parking too close to
intersection, etc.).

MUP&T Draft Final Report [243] October 2010

13.5. SDF Maps and Schemes
13.5.1 MPA Integrated Planning Scheme

Rural
Agricultural
Urban
Area

Map 72: MPA Integrated Planning Scheme

MUP&T Draft Final Report [244] October 2010

13.5.2 MUA Integrated Planning Scheme

Urban Development Area

Agricultural Protected Area

Cemetery

Map 73: MUA Integrated Planning Scheme

MUP&T Draft Final Report [245] October 2010

13.5.3 Restricted and Prohibited Development Areas

Map 74: Restricted and Prohibited Development Areas

MUP&T Draft Final Report [246] October 2010

13.5.4 Integrated “Green and Blue” Network

Map 75: MPA Integrated “Green and Blue” Network

MUP&T Draft Final Report [247] October 2010

13.5.5 MUA Transportation System

Map 76: MUA Transportation Network Scheme

MUP&T Draft Final Report [248] October 2010

14. Transportation Development Plan
14.1 Developing Safe Pedestrian Movement
The promotion of safe, direct and high quality pedestrian movements within Maseru is to
be achieved through the development of a high-standard city-scale “Sidewalk
Backbone Network”, along the main pedestrian corridors. The high-standard sidewalks
should be wide and have direct paths to accommodate for high volumes of pedestrians.
The sidewalks should further be separated, as much as is possible, from motorized traffic
to assure pedestrian safety. They should have adequate street-lighting and be shaded as
much as possible to provide high-quality service for pedestrians.
Table 24 below outlines and summarizes the proposed projects:
Type of Existing Proposed Target
Project Description Constraints
Investment Infrastructure Infrastructure Year
Sidewalk High quality
NMT 7.4 km / mostly
rehabilitation, along paved 2015
facility gravel
Main North A1 sidewalks
Sidewalk High quality
NMT 4 km / mostly
rehabilitation, along wide paved 2015
facility narrow sidewalk
Moshoeshoe Road sidewalks
International
NMT Cycling path, along 7.4 km/ mostly Limited
standard 2015
facility Main North A1 gravel sidewalk ROW
cycling path
Sidewalk High quality
NMT 4 km / narrow
rehabilitation, along wide paved 2018
facility sidewalk
Main South A2 sidewalks
International
NMT Cycling path, along 4 km/ narrow
standard 2018
facility Main South A2 sidewalk
cycling path
Sidewalk
High quality
NMT rehabilitation, along 4.2 km/ narrow
wide paved 2020
facility Qoaling (Main south sidewalk
sidewalks
to Thetsane)
Sidewalk
development High quality
NMT
Thetsane Industrial 7.5 km paved 2020
facility
(Millennium Park to sidewalks
Kingsway Road)
Sidewalk 3 km/ paved - High quality
NMT
rehabilitation, along some section are wide paved 2020
facility
Kingsway paved poorly sidewalks
Cycling path,
International
NMT Thetsane Industrial 7.5 km/ narrow
standard 2020
facility (Millennium Park) sidewalk
cycling path
to Kingsway Road
NMT Cycling path, along 4.2 km/ narrow International
2022
facility Qoaling (Main sidewalk standard

MUP&T Draft Final Report [249] October 2010

 Type of Existing Proposed Target
Project Description Constraints
Investment Infrastructure Infrastructure Year
South to Thetsane) cycling path
Sidewalk
High quality
NMT rehabilitation, along 3.4 km/ mostly
paved 2025
facility Tsosane to Main no sidewalk
sidewalks
South
Cycling path, International
NMT 3.4 km/ mostly Limited
Tsosane to Main standard 2025
facility no sidewalk ROW
South cycling path

Table 24: Summary of Proposed City-Scale Sidewalk Backbone and Cycling Path
Development Projects
Map 77 below visually illustrates the proposed city-scale “Sidewalk Backbone
Network”:

Map 77: City-Scale Sidewalk Backbone Network

The pilot project along Moshoeshoe Road is elaborated in Appendix 4.

In order to ensure the development of safe pedestrian and cycling movement the
Consultant proposes the following:
The addition of Pedestrian Crossings at central locations in major streets and roads in the
city centre (Moshoeshoe, Kingsway, Pioneer, etc)
The implementation of Traffic Calming Measures along streets in the city centre and in
residential neighbourhood (where necessary), in order to reduce vehicle speed and to
improve pedestrian safety.

MUP&T Draft Final Report [250] October 2010

14.2 Developing an Integrated Public Transport Network

Table 25 below summarizes the proposed development plan for the Public Transport
System in Maseru:
Project Existing Proposed Target
Constraints
Description Infrastructure Infrastructure Year
Prioritizing public
BRT Priority transport in
2015
Measurement intersections along the
route
1 to 2 lanes for all
BRT lane where
types of traffic Dedicated lane for
Main South BRT 2015 geometrically
along the city‟s transit only
feasible
major corridor
Construction or 450 new roofed Bus
Very few Bus
reconstruction of Stops with lighting 2015 -
Stops, generally of
all Bus Stops in and information 2020
poor standard
Maseru boards
Construction of
Ranks in city International standard
new Public 2015 -
centre, no termini termini in 5 strategic
Transport 2025
outside the centre locations
Termini
Purchase of BRT Number of buses: 39/ 2015 -
Buses addition of 10 2020
Purchase of Number of buses: 56/ 2015 -
Standard Buses addition of 12 2020
Purchase of Number of buses: 205/ 2015 -
Midi-Buses addition 31 2020

Table 25: Summary of the Proposed Development Plan for an Integrated Public
Transport Network
14.2.1 Reorganising the PT Network

The PT network configuration detailed below constitutes the optimal PT scheme to

provide the best possible service for passengers; reduce O&M costs for operators; reduce
congestion; and minimize environmental impact.
Table 26 below details the proposed PT hierarchal networks routes:
Distance Time, Interval, No. of
# of Capacity
One- Round- Peak Trips Vehicle
Route Name Type Vehic Peak
way, trip, Hour Peak Type
les Hour
(Km) (Min) (Min) Hour
BRT North BRT 18 82 2 30 Bus 41 2,400
Main North Backbone 7 45 3 20 Bus 16 1,600
Millennium Corridor Backbone 16 89 5 12 Bus 18 960
Thetsane to North Gate Backbone 25 129 5 12 Bus 26 960
CBD Circle C.W Circular 7 67 2 30 15 Seater 34 450
CBD Circle C.C.W Circular 7 67 2 30 15 Seater 34 450
MUP&T Draft Final Report [251] October 2010
 Distance Time, Interval, No. of
# of Capacity
One- Round- Peak Trips Vehicle
Route Name Type Vehic Peak
way, trip, Hour Peak Type
les Hour
(Km) (Min) (Min) Hour
Border - Maseru CBD Local 5 49 7.5 8 15 Seater 7 120
Naleli-CBD Local 10 81 2.5 24 Midi-Bus 33 960
Khubetsoana - Industrial Local 14 111 6 10 15 Seater 19 150
West Thetsane Local Local 14 108 7.5 8 15 Seater 15 120
Katlehong - CBD Local 5 44 7.5 8 15 Seater 6 120
Motse-Mocha - CBD Local 7 57 6 10 15 Seater 10 150
Abia – Maseru Local 15 115 3 20 Midi-Bus 39 800
CBD/Industrial
Ha Pita - Maseru CBD Local 12 95 4 15 Midi-Bus 24 600
Ha Leqele - CBD Local 13 103 4 15 Midi-Bus 26 600
Borokhoaneng - Maseru Local 7 63 2.5 24 Midi-Bus 26 960
CBD
Lower Thamae - CBD Local 5 43 7.5 8 15 Seater 6 120
Mantsebo - Maseru Suburban 5 27 9 7 15 Seater 4 100
Mazenod - Maseru CBD Suburban 17 67 7.5 8 Midi-Bus 9 320
Morija – South Terminal Suburban 23 89 10 6 Midi-Bus 9 240
Nazareth – South Suburban 28 106 10 6 Midi-Bus 11 240
Terminal
Roma - South Terminal Suburban 37 136 5 12 Midi-Bus 28 480
TY - North Terminal Suburban 42 155 10 6 15 Seater 16 90
Thaba-Bosiu Suburban Suburban 14 59 10 6 15 Seater 6 90
Koro-Koro - South Suburban 20 79 10 6 15 Seater 8 90
Terminal

Table 26: Proposed Hierarchical Public Transport Network Route Details

Table 27 below summarizes the network scheme.

Proposed Network Scheme Summary, AM Peak Hours

Layer Type Vehicle type No. of No. of Network No. One- Capacity
Lines Vehicles Length way of
(Km) trips
Backbone BRT Bus 1 41 18 60 7,200
Backbone Bus 3 60 49 88 10,560
Local Local Midi-Bus / 15 Seater 11 211 107 300 14,100
Circular 15 Seater 2 68 14 120 2,700
Feeder Suburban 15 Seater 8 91 186 113 4,950
TOTAL 25 471 374 681 39,510

Table 27: Proposed Network Scheme Summary, AM Peak Hour

The PT network scheme will include 25 different lines (as opposed to the 44 currently in
use). It is to reduce operational cost whilst providing an affordable, reliable, frequent and
faster service.
Maps 78-81below illustrate the 4 layers of the proposed hierarchal network:

MUP&T Draft Final Report [252] October 2010

Map 78: PT Backbone Layer with 4 Transit Corridors

Map 79: PT Local Layer with 12 Lines, within the MUA

MUP&T Draft Final Report [253] October 2010

Map 80: PT Feeder Layer with 8 Lines

Map 81: PT Circular Lines within the City Centre

Each line will be serviced by a fixed fleet of vehicles and operate on a pre-defined time
schedule.

MUP&T Draft Final Report [254] October 2010

14.2.1.1 Optional Operating Models

The current PT service in Maseru is operated mainly by the Private Sector (“taxis”) with
the exception of the Lesotho Freight and Bus Company, a parastatal providing limited
direct commuter services during the morning hours.

The network restructuring process required the modification of the current operational
model. Two possible options are identified:
The Private Sector operates separate licensed PT lines: In this model, it is crucial to
license each line to an exclusive operator to eliminate in-market competition, where
several operators compete in the same market, sharing public demand whilst carrying
high operational costs.
The Public Sector operates all or some of the PT lines: In this model it is important to
assure that the financial model of the operator is sound, that a high level of service is
attained and the service well regulated.

14.2.1.2 Purchase of Medium- and High- Capacity Vehicles

Table 28 below details the vehicle fleet required to meet demand in 2015, 2020 and
2030.
Vehicle Type Capacity 2015 2020 2030
BRT Bus 41 52 52 (Larger
90-120 capacity)
Standard Bus 65-80 60 72 94
Midi-Bus 35-50 205 236 307
15 Seater 15-20 165 190 247
TOTAL 471 550 700
Table 28: Required Number and Type of Vehicles for the Hierarchal PT Network
The purchase of the above detailed vehicle fleet will adhere to the following guidelines:
The purchase of second-hand vehicle should be considered, in order to overcome funding
shortages.
BRT buses should be of a high-standard, in order to guarantee an improved level of
service which will attract passengers. Ideally buses should be air-conditioned and
should be equipped with intersection-priority systems.
BRT and Standard buses should be structured with a “low-floor”, which will enable quick
and easy boarding and disembarking.
The total number of operating 15 Seaters should be reduced to 165 by the year 20114.
Currently there are around 1000 15 Seater vehicles in Maseru. The remaining
vehicles can be utilized in the rural area in Lesotho and in other cities where
additional capacity is needed.

MUP&T Draft Final Report [255] October 2010

Each vehicle should be operated in 2 daily shifts, of 8-9 hours each. This allows the
number of drivers to remain, whilst ensuring that the number of vehicles will have
halved.

Figures 73-74: Examples of Midi-Busses Mercedes (Left) MAN NM 223(Right)

14.2.1.3 Introduction of Scheduled Services

For each bus line a scheduled timetable will be set. The regulator will determine the
timetable based on the following:
The required intervals are for each line during different times of the day, to be defined
based on existing demand, as well as the minimal level of service that needs to be
provided.
The required start and end time of the services are to be defined based on existing
demand and the varying nature of trips along each line (e.g. in the early morning
demand to the Thetsane Industrial Zone is higher than that to the CBD).
Rest time required for the drivers on arrival at the designated terminal: To be defined based
on typical acceptable times, usually 5-10 minutes.
Inspection mechanisms to be implemented to enable the regulator to sanction operators
who do not meet the required schedule times, to be defined in the public service
contract.

14.2.1.4 Construction of Five Public Transport Termini

Five bus termini should be constructed in different locations in the city to provide a high
level of service. The locations of the termini are described in Section 13.4.2 above.

It is noted that the inclusion of commercial activities within the termini themselves may
contribute to the financing of construction of the termini.

MUP&T Draft Final Report [256] October 2010

14.2.1.5 Introduction of an Integrated Ticketing System

The development of the Public Transport Network will encourage passengers to switch to
faster services at service intersections along the corridors and at the termini. This requires
the introduction of a common integrated ticketing system.

14.2.1.6 The Construction of Bus Stop Shelters

The construction of approximately 054 bus stops is required to service passengers using
the PT System.
Bus Stops will meet the following specifications:
Bus stops will be built in a designated bay, subject to the geometric layout of the road, to
minimize traffic interference and assure safety for passengers and other vehicle.
Bus stops will be covered to provide protection from sun and rain.
Bus stops will be adequately lit to provide for night services.

Bus stops will, at the very minimum, include: a bench, a small information board with time
schedules and a map of the bus line routes.

Figure 75-76: Examples of Bus Stops in Paris (left) and Tokyo (right)

MUP&T Draft Final Report [257] October 2010

14.2.1.7 Main-South BRT Service

The proposed BRT service will operate along the Main-South Corridor from and to the
South Gate Terminus and service up to 70,000 passengers a day by 2030. This service
will account for approximately 25-30% of all Public Transport ridership.
Table 29 below details the operational specifications of the BRT Main-South service:

BRT Main-South North-Bound South-Bound TOTAL

Distance (Km) 17.4 16.5 33.9
Number of Stops 11 11 22
Intervals (Peak Hour) 2 4 2
Daily Vehicle Trips 360 360 720
Annual Vehicle Trips 116,640 116,640 233,280
Annual VKMT (Million Km) 2.029 1.920 3.949
Annual ridership (Million) 20.3
Number of Vehicles 39
Number of Intersections 25
Table 29: Characteristic of the Main-South BRT Service

The following map indicates the alignment of the route and the location of the stops.

Map 82: Main-South BRT Alignment with Bus Stop Locations

MUP&T Draft Final Report [258] October 2010

The Main-South BRT service system will keep to the following guidelines:
The BRT service will operate along designated bus lanes in order to avoid traffic congestion,
thereby increasing speeds and reducing overall travel time.
The BRT will operate with high-capacity vehicles that will satisfy demand.
BRT buses will be comfortable and provide a high quality of service for passengers.
The BRT service will be frequent, especially during peak hours.
An automated ticketing system will be deployed on all BRT buses.
BRT bus stops will be of a high standard (as detailed above).
The overall Public Transport Network needs to be modified and improved, as part
of its integration with the BRT system (many lines will operate as feeders to the
BRT system), thereby eliminating competition and increasing ridership.
Table 30 below shows an example of a timetable schedule for the BRT.

Table 30: Example of a Timetable Schedule for the BRT

MUP&T Draft Final Report [259] October 2010

14.3 Enabling and Promoting Cycling131

A network of separated cycling paths along arterial roads in proposed to provide an

opportunity for commuters to switch to cycling as their primary mode of transport.
Map 83 below shows the proposed cycling network:

Map 83: City-scale Cycling Path Network for Maseru

The cycling path network will be designed in accordance with the U.K. Sastrans Cycle
Network Guidelines and will therefore include the following:
Separated cycling lanes in urban areas, and designated paths along rural roads.
Pre-planned lane widths, based on the projected demand for cycling in each area.
Signs and signal along cycling paths and lanes adjacent to roads to increase driver
awareness.
Deployment of bicycle parking spaces in central areas.

Priority will be given to providing the youth of the city the opportunity to adopting
cycling as their primary mode of transport, granting them increased levels of access to
relevant services and facilities. Hence, the development of a city-scale network will be
preceded by the development of local networks designed primarily to provide access to
schools and recreational facilities integrated in the “Green and Blue” network.

131
The cycling path development plan is detailed in Section 13.4.3.

MUP&T Draft Final Report [260] October 2010

14.4 Improving the Road Network
14.4.1 Increasing Capacity along Major Arterial Roads and New Arterial Roads
Map 84 illustrates the road infrastructure development plan for the next 20 years (2010-
2030).

Some 35 km of arterial roads require upgrading and some 18.5 km of new arterial roads
need to be constructed within MUA over the 20 year planning horizon (refer to Table 31:
2010-2030 Arterial Road Development Plan below).

Map 84: Road Infrastructure Development in Maseru, 2010-2030

The rehabilitation and construction of the following roads is required over the coming
decade:
Main-South-1: The addition of 1 lane in each direction, along a 12.0 km stretch.
Furthermore, land reserves for the future construction of an additional lane in each
132
direction is required .
Main-North: The addition of 1 lane in each direction, along a 7.4 km stretch.

132
If a BRT-designated lane is developed along this corridor, it will not be necessary to build an
additional lane by 2020, however, it will be necessary by 2030.

MUP&T Draft Final Report [261] October 2010

Moshoeshoe Road: The rehabilitation of the road section between Cathedral Circle and
the Northern Industrial Zone, along a 2.4 km stretch (for further details please refer to
Appendix 5).
Northern Bypass: The construction of a new road with two lanes in each direction, along a
2.5 km stretch.

In addition, the planning and acquisition of land reserves for the remainder of the
proposed network, scheduled implementation between 2020-2030, needs to undertaken
by 2020.
Table 31 below details the development plan for the road network:
Type of Existing Proposed Target
Project Name Constraints
Project Infrastructure Infrastructure Year
Road North Mini - 2.5 km/ Gravel 2+2 lanes/
2018
construction Bypass road\ 1 lane only Paved
Botsabelo
Road 1.9 km/ Gravel 1+1 lanes/
(New 2023
construction road/ 1 lane only Paved
Hospital)
"North Ring"
11.3 km/ Mostly
Road (Khubetsoana- 2+2 lanes/
gravel road/ 1 2025
construction Koalabata- Paved
lane only
Main South)
Airport Road
Road Extension 2.75 km/ Gravel 1+1 lanes/
2025
construction (Khubetsoana road/ 1 lane only Paved
West)
Lake Side
Road Main North 7.4 km\ 1+1 2+2 lanes/ High dam. Limited
2015
rehabilitation A1 Lanes\ Paved quality corridor ROW in
sections
Road Moshoeshoe 2.4 km/ Mostly 2+2 lanes + CBD
2015
rehabilitation Road 1+1 lanes/Paved BRT lane Terminal.
2+2 lanes +
Close some
Road Main South 12 km/ 1+1 BRT lanes/ high
2018 turns from/to
rehabilitation A2 lanes/ Paved quality with
gravel roads.
separation
Road Qoaling to 4.2 km/ 1+1
2+2 lanes 2023
rehabilitation Thetsane lanes/ Paved
3.9 km/ Mostly
Road Thetsane
1+1 lanes/ 2+2 lanes 2023
rehabilitation Industrial
Paved
Road 2.5 km/ 1+1
Airport Road 2+2 lanes 2023
rehabilitation lanes/ Paved
Conference
Road 2.3 km/ 1+1
Centre to Lake 2+2 lanes 2025
rehabilitation lanes\ Paved
Side

Table 31: 2010-2030 Arterial Road Development Plan

MUP&T Draft Final Report [262] October 2010

14.4.2 Reconstruction of Selected Congested Intersections
Some 28 intersections around the city need to be re-designed over the next 20 years, in
order to increase intersection capacity and improve road safety (see Table 32).

The following intersections require priority restructuring and upgrading over the coming
decade:
Central Park Intersection (along Moshoeshoe Road) – see Appendix 5;
Central Bank Intersection (along Moshoeshoe Road) – see Appendix 5;
Lakeside (dam) intersection (along the "Main North" Corridor);
Stadium Road - Main North Road intersection;
Moshoeshoe Road - “Mini Northern Bypass: intersection;
Kingsway “Basotho Hat” (west) intersection;
Kingsway – Moshoeshoe intersection
Main South Road – Mpilo Road intersection
Map 85 below indicates the location of the relevant intersections:

Map 85: Selected Congested Intersections for Priority Restructuring and Upgrading
Table 32 below summarizes the development plan for the intersections:
Intersection Upgrading Existing Proposed Target
Project Name Infrastructure Infrastructure Year
Moshoeshoe- Central Park (1) 3 legs\ lanes 4,4,4 2 lane Circle 2012
Moshoeshoe- Central Bank (2) 3 legs\ lanes 4,4,4 2 lane Circle 2012

MUP&T Draft Final Report [263] October 2010

 Intersection Upgrading Existing Proposed Target
Project Name Infrastructure Infrastructure Year
Lakeside (3) 4 legs\ lighted, lanes 2 lane Circle 2015
clockwise 2,3,3,5
Stadium - Main North (4) 4 legs\ lanes clockwise 2 lane Circle 2018
2,4,1,4
Moshoeshoe - Mini Northern Bypass 3 legs\ lanes clockwise Circle 2018
(5) 2,2,2
Kingsway Basotho Hat (West) (21) 3 leg intersections 2 lane Circle - to scale 2015
of Cathedral Circle
Kingsway - Moshoeshoe (6) 4 legs intersections 2 lane Circle 2018
Border bridge (7) parking lots/rank 2 lane Circle 2022
South-West to Pioneer Mall (8) 3 legs intersections Circle 2022
Qoaling - Thetsane (bridge) (9) 3 legs intersections Circle 2025
Thetsane Industrial (north) (10) Circle\ 4 legs 2 lane Circle 2025
Thetsane Industrial (south) (11) Circle\ 4 legs 2 lane Circle 2025
Millennium Park (north) (12) Circle\ 4 legs 2 lane Circle 2025
Millennium Park (south) (13) 3 leg intersections Circle 2025
Main South - Mpilo (14) 3 leg intersections 2 lane Circle 2015
Conference Centre Circle (15) Circle\ 3 legs 2 lane Circle 2025
Qoaling - Main south (16) 4 legs intersections Circle 2025
Main South - Botsabelo (17) 3 leg intersections Circle 2028
Main South - Lithoteng (18) 3 leg intersections Circle 2028
Main South - Bypass (19) 3 leg intersections 2 lane Circle 2022
Bypass - Abia (20) 3 leg intersections Circle 2028
Tšosane - North Ring (22) 4 leg intersections Circle 2028
Main north - Mabote (23) 3 leg intersections 2 lane Circle 2022
Main North - OK supermarket (24) 3 leg intersections 2 lane Circle 2022
Main North - Le Cop (25) 4 leg intersections 2 lane Circle 2022
Airport Road North (26) 4 leg intersections Circle 2025
Main North - Willis clinic (27) 4 leg intersections Circle 2022
Naleli - North Ring Road (28) 4 leg intersections Circle 2028

Table 32: Intersections for Upgrade

Detailed planning will define additional primary circles and/or intersections as required.

In addition, “free left turn” lanes will be added, where possible and appropriate, to
intersections with traffic lights.

14.5 City Centre On-street Parking

City Centre On-street Parking will be implemented with the following guidelines:
The parking charge scheme will apply during weekdays between 07:00-18:00.

MUP&T Draft Final Report [264] October 2010

The collection of parking charges is to be implemented with a user-friendly proven
technology such as cellular phone-parking.
Residents of the city centre itself will be exempted from parking fees.
Enforcement units will be empowered with the authority to tow and/or clamp vehicles which
are parked illegally or which intercept the flow of traffic.
Clear curb designation and signs will be placed in all streets in the city centre.
Special and accessible parking spaces will be allocated in strategic locations for parking for
the disabled.
Map 86 below designates the borders of the on-street organized parking scheme:

Map 86: City Centre On-street Organised Parking Area

2
The organised parking zone covers an area of 1.5 km and a road network of 13 km.
Currently there are a total of 1,000 on-street parking spaces available in the zone and a
total of 1,300 off-street parking spaces (in a total of 15 parking lots).

The new scheme will provide approximately 2,000 on-street parking spaces in the above
designated area.
Table 33 below shows the potential annual revenue that can be generated by the scheme.
Fee Annual Revenue
Scenario
(LSL per hour) (thousand LSL)
Low = 2 Maximum parking space = 2300 spaces 6,900
High = 4 Maximum parking space = 2300 spaces 13,800
Low = 2 Minimum parking space = 1800 spaces 5,400
High = 4 Minimum parking space = 1800 spaces 10,800
Table 33: Potential Revenue from On-street Organised Parking Area

MUP&T Draft Final Report [265] October 2010

14.6 Additional Traffic Management Tools
The following additional traffic management tools are recommended:

Project Name Existing Infrastructure Proposed Infrastructure Target Year

Speed humps on roads
Construction of Only a few speed humps
adjacent to schools and in 2013
speed humps exist today
residential neighbourhoods
Electronic on-
Parking is not organized Automated payment system
street parking 2013
nor controlled during the day time
system
Adding instructional,
Additional roads Insufficient number of road
informational and warning 2013
signs signs
road signs
Cross pads at every
Additional cross Insufficient number of
intersection and pedestrian 2014
pads crossing pads
crossing
Separate payment for each Automated on-board
Integrated
trip, payment made directly ticketing system with a 2015
ticketing system
to the driver/conductor unified fare
Additional traffic
lights and the 17 traffic lights with old 10 additional traffic lights
updating of traffic controllers and no volume with new controllers and 2018
light programs at actuated programs volume actuated programs
major intersections
Table 34: Additional Traffic Management Tools
MUP&T Draft Final Report [266] October 2010
15. Institutional Framework for Urban Planning & Transportation
15.1 The Statutory and Institutional Framework for Urban Planning
15.1.1 Land Tenure System
Selebalo (2001) has described Lesotho‟s experiences with land reform, in particular as a
means to allocate economic resources, take control from traditional leaders and to
introduce new types of tenure such as leasehold. Leduka (2006) argues that the land
delivery processes needs to transcend formal institutions and consider pluralistic
approaches.

The land tenure system is clearly in a state of flux, with modern subdivisions becoming
more frequent, although there are areas just beyond the boundaries of MCC where this is
not the case.

The “Systematic Land Regularization and Improvement of Land Allocation Processes” is

currently underway. Its focus is on the cadastral definition and systematic regularization
and registration of private land holdings, with an urban planning element included. The
project involves a multi-year process aimed at regularizing some 50,000 land holdings,
effectively the bulk of unregistered housing in Maseru today.

The Ministry of Local Government and Chieftainship is responsible for land allocation,
in coordination with traditional chiefs. The LSPP and the Deeds Registry are key
departments within the Ministry and are respectively responsible for planning,
parcelisation and registration of land in Lesotho. The MCC is statutorily empowered to
fill these functions within the MCC municipal boundaries but the lines of demarcation of
powers are blurred and the MCC effective capacity to provide these services is limited.

There is an urgent need to clarify the lines of division between the bodies and to
empower the MCC with effective capacity building.

There is no policy for the conservation of agricultural land. Such a policy, including an
appropriate Master Plan, is urgently required for the MPA and preferably on a wider
scale.

The relationship between property rights (tenure) and planning rights (development) is
inadequately defined. There is an urgent need to ensure that the relationship between the
two be defined in both Land Tenure and Planning legislation, clearly distinguishing the
one from the other.

15.1.2 Boundaries

The present day boundaries of MCC were initially laid out in 1980. To the north and the
south east development has spread beyond the municipal boundaries, albeit on a limited
scale.

MUP&T Draft Final Report [267] October 2010

In the north, however, there are dual responsibilities with Berea District Council. From
discussion with MCC staff it is understood that in 2005 the MUA was expanded to
include part of Berea District in the north and also a small area in the south. However this
was done in terms of electoral legislation, not that of Local Government and Housing, so
that the areas are yet to be declared urban. They are apparently treated in the same way as
other parts of MCC, but the areas remain in limbo for road works, and the allotment of
land (chieftainship), and other services.

There are criteria for declaring an area urban, but it is typically in the interests of
landholders not to do so, in order to avoid controls. Land just outside MCC is also
cheaper and anyway there is a lack of planning capacity to deal with these areas, and
landowners realise that the Municipality will have great difficulty in providing services.

The boundaries of the City, for municipal services, electoral delimitation and for planning
should be contiguous. Hence, the MCC municipal boundaries should be adjusted to
incorporate all areas within the proposed development cordon (see Section 13.3.1)

15.1.3 Planning Law

The Town and Country Planning Act 1980 is still the statute in force which governs
urban planning. In 2004, the Town and Country Planning Bill was prepared, but has not
been enacted into law. The following issues are addressed in a Commentary on the Bill
(McAuslan, 2004):
The bill takes account of number of prior pieces of legislation, including the Local
Government Act 1996, the policies developed in the Land Policy Review
Commission (LPRC), the Building Control Act 1995 and regulations, common law
and indigenous (customary) law. A key element of other legislation is that the Local
Government Act delegates town and country planning to local governments. There is
at present a contradiction between that act and the Town and Country Planning Act
1980, which designates the Commissioner of Lands as Planning Authority. In any
event the Bill has comprehensive provisions according to which the Ministry of Local
Government will in effect supervise local governments.
An underlying theme of the legislation is that refusal of development permission should
be the exception, rather than the rule, so as to avoid a situation of under-capacity and
widespread ignoring of the law.
An important area in which this principle comes to the fore is that “traditional uses of
land” or “traditional buildings” outside urban areas are not to be subject to
development control. This will be problematic in areas bordering MCC where there is
already de facto, and therefore uncontrolled, urban development. The Bill provides
that smaller scale developments or changes will be excluded from development
control and that subdivision be dealt with under the Land Act so as to avoid
duplication of permissions. It is proposed that only a limited form of development

MUP&T Draft Final Report [268] October 2010

 control be applied to government departments.
Provision is made for the preparation of Spatial Development Plans, which are intended
to facilitate the sustainable development of human settlements and to be
comprehensive and non-static. The nature of such plans appears to be similar to
elsewhere in the world, but the scale and level of detail are not spelt out. Presumably
they could cover a wide range of scales and detail. They are intended to deal with,
inter alia, transportation systems. It should be noted that the existing Town and
Country Planning Act 1980, refers to “development plans” and “outline plans” but
does not really define them.
In addition the Consultant notes:
Although the Bill has not yet come into force, insofar as the MUP&T is concerned the
provisions regarding spatial development frameworks are of great importance when
looking forward. The MUP&T was undertaken in the spirit of the proposed
legislation. Nonetheless, the MUP&T proposes wider regulatory control over
development in both the MUA and the MPA than envisaged in the proposed
legislation. There is a need to update proposed planning legislation to enable both
wider regulatory control in the MUA by the MCC and the MPA by LSPP and the
delegation of appropriate powers and responsibilities to the MCC.
Government itself is exempted from regulation under existing legislation. Under the
proposed new legislation there would be some control through a system of comment
by the Planning Authority (MCC) to the Town and Regional Planning Board and
thereby to the Minister of Local Government and Housing. This is of particular
significance for Maseru given the scale and distribution of government facilities and
residential properties in the city. It is essential that all public sector development and
specifically government initiated development be subject to planning control and
133
direction, by either legislation or government decree
Enforcement powers are limited in both current and proposed legislation. Enforcement
capacity of both LSPP and MCC is very limited indeed. Appropriate effective
enforcement powers need to be incorporated in new planning legislation and
enforcement capacities developed in and deployed by both LSPP and MCC.
There is a lack of clarity in the definition of “Planning”. Various titles are used
(Strategic, Urban, Land Use, Development, Outline, etc.) for diverse forms of
planning including zoning and sub-division layouts. The lexicon of planning needs be
defined and adopted by all relevant players to enable both the definition of fields of
responsibility and systematic coordination between the various actors. These have
been addressed in the SDF, in part directly with other elements to be developed and
defined in the recommended guidelines to be prepared.
Planning in Maseru has to date not included Urban Design and Landscape Planning.

133
It is recommended that the Royal Palace, LDF and the Diplomatic Corps be requested to voluntarily meet
planning requirements and coordinate construction and development with the planning authorities.

MUP&T Draft Final Report [269] October 2010

 The elements and inputs are essential to the planning and development of the City and
appropriate capacity need to be developed, including appropriate legislative
empowerment to ensure implementation of relevant SDF proposals.

15.1.4 Development Control Code (1989) and Planning Standards (1990)

The Development Control Code is a set of standardised zoning regulations, intended to be

applied throughout Lesotho. In some cases the code is very narrow in what is permitted,
in other cases rather broad.

The Planning Standards deal with residential areas, open space, public facilities,
commerce, industry and roads. They apply to all areas except the Maseru central area.
However they are only guidelines for the preparation of plans, and are not binding as is
the Development Control Code.

These standards need to be redefined separately specifically for Maseru to up-to-date

Urban standards, tailored to local needs and circumstances.

15.1.5 Planning Institutions

Due to the contradictions between Planning and Local Government legislation, and given
historical responsibilities for planning, the lines of authority and responsibility between
LSPP and the MCC are blurred. LSPP has played, and will probably continue to play, a
key role in planning for a future Maseru, especially for areas outside MCC‟s current
jurisdiction. The four key relevant departments in the LSPP are: Chief Land Use Planner;
Chief Lands Officer; Chief Surveyor; Chief Physical Planner..

The MCC has a Directorate of Planning and Development which is responsible, amongst
other matters, for development control, which has been delegated by the Commissioner
of Lands. The Directorate is responsible for planning inspection and enforcement. It also
retains responsibility for environmental protection and developmental budgeting (termed
Economic Planning).

Spatial planning and development falls under the auspices of the Director of Planning and
City Engineer whose directorate is responsible, inter alia, for infrastructural development
and maintenance, primarily roads. The division of fields of responsibility for planning
within the MCC is rather blurred but the level of coordination and cooperation
compensates and enables a measure of flexibility.

All these institutions are under-staffed to present demands. When considering the scale of
planning, land registration and development projected and proposed these institutions are
desperately under-staffed and lack appropriate skills in specific fields (e.g. Urban Design,
Landscape Planning, GIS utilization, Social and Economic Planning, etc.).

MUP&T Draft Final Report [270] October 2010

15.2 Planning and Regulating Urban Development
15.2.1 Capacity Building
Capacity Building and staffing, employees and consultants, are urgently needed in both
the MCC and LSPP to meet present and future needs.

The Consultant recommends the MCC should be empowered legislatively and

financially; and its Directorate of Planning should be empowered professionally,
technologically and organisationally to adequately, in the boundaries of the MUA:
Initiate, direct and oversee the preparation of Master Plans, Special Detailed and Detailed
Plans on behalf of the MCC, with the planning work outsourced by the MCC;
Oversee, coordinate, advise and assess the preparation of Master Plans, Special Detailed
and Detailed Plans prepared by public agencies and institutions and/or the private
sector;
Initiate and prepare appropriate Planning and Development Guidelines and Standards;
Advise and support the Planning Authorities in the approval process;
Initiate and manage public participation processes and events in the preparation and approval
of plans;
Develop, maintain and utilise relevant Data-bases and GIS systems for planning and
regulation;
Register and administer all public space in the City for and behalf of the MCC;
Enforce planning prohibitions, restrictions, constraints and requirements with special
emphasis on the protection of Prohibited and Restricted development areas and of
public space;
Undertake and enforce Environmental Protection;
Support budgeting and finance of development projects.

The Consultant recommends the MCC should be empowered legislatively and

financially; and the City Engineer‟s Directorate should be empowered professionally,
technologically and organisationally to adequately:
Initiate, direct, plan and oversee the development, construction and maintenance of roads,
sidewalks and transportation infrastructure in Maseru, excepting National Main
Roads;
Initiate, direct, plan and oversee the development, construction and maintenance of
municipal infrastructure in Maseru, with special emphasis on the public realm and
open public space;
Coordinate planning development, construction and maintenance of National Main Roads in
the MUA with the MoPW&T;
Support and advise on all engineering aspects in the preparation of Master Plans, Special
Detailed and Detailed Plans prepared by the MCC and assess all engineering aspects
of plans prepared by public agencies and institutions and/or the private sector;

MUP&T Draft Final Report [271] October 2010

Initiate and prepare appropriate Construction Guidelines and Standards;
Advise and support the Planning Authorities in the approval process;
Support and utilise relevant Data-bases and GIS systems for planning and regulation;
Manage on-street parking;
Monitor road safety status and initiate road safety improvements;
Prepare and/or assess Traffic Impact Assessments for all major land use developments prior
to planning approval.

The Consultant further recommends the LSPP should be empowered financially,

professionally, technologically and organisationally to adequately, in the boundaries of
the MPA but excluding the MUA:
Initiate, direct and oversee the preparation of Master Plans, Special Detailed and Detailed
Plans, with the planning work outsourced by the LSPP;
Coordinate planning in the MUA with the MCC;
Oversee, coordinate, advise and assess the preparation of Master Plans, Special Detailed
and Detailed Plans prepared by public agencies and institutions and/or the private
sector;
Initiate and prepare appropriate Planning and Development Guidelines and Standards;
Advise and support the Planning Authorities in the approval process;
Initiate and manage public participation processes and events in the preparation and approval
of plans;
Develop, maintain and utilise relevant Data-bases and GIS systems for planning and
regulation;
Enforce planning prohibitions, restrictions, constraints and requirements with special
emphasis on the protection of Prohibited and Restricted development areas and of
public space;
Undertake and enforce the Environmental Protection.

In addition, the Consultant recommends the MCC should be empowered financially;

professionally, technologically and organisationally to adequately provide all relevant
municipal services as defined in legislation.

15.2.2 Resource Mobilisation and Financing of Urban Development and Services

The MCC lacks adequate financial resources to even begin planning and developing the
City or to provide basic, let alone adequate, services to the population. It can barely
maintain current service level and implement development presently financed by
government.
Maseru is a poor city and Lesotho is a poor country and development will require
significant donor assistance. However, donor assistance should be just that, assistance.
Central and local government must provide the basis for both development and finance.

MUP&T Draft Final Report [272] October 2010

Similarly, the MCC cannot remain almost totally dependant upon central government
budgetary inflows.
Maseru lacks an effective tax-base. The existing system is a valuations based property tax
applied only to “Gazetted” areas or less than one third of properties in the City. This
system is viewed as inappropriate to the needs and capacities of Maseru. Land values in
the City are low and hence such a system cannot begin to provide the tax base-required.
134
No capacity exists to maintain and update the roll . The MCC‟s attempt to update rolls
has been less than successful. Only some 15% of such taxes, based on old valuations, are
actually collected and the legal base for enforcement of collection is reportedly
questionable. Service fees too have very low collection rates.
There is an urgent need to reassess, define and establish an appropriate, workable and
collectable revenue and tax system for both current and capital accounts for Maseru:
Allowing the City to participate in the benefits of rapid economic growth, to develop and to
provide services.
Universal - encompassing the entire city and all households, businesses & institutions.
Structured to support and implement development goals.
Progressive - with due consideration for the limited capacity of the poor to contribute
financially and, if possible, incorporating appropriate mechanisms to allow the poor
to provide labour in lieu of taxes (refuse collection, street cleaning, gardening, road
safety, police auxiliary, community service, etc.)..
Enabling neighbourhoods and communities to organise and develop infrastructure and/or
provide services, in lieu of taxes, rates or levies.
In addition, Central Government needs to:
Provide standard budgets, financing and services.
Finance the extension & upgrading of relevant services, specifically education & health.
Not exempt itself from municipal taxes but rather subject itself to such and hence compete
for preferential location on an economic basis.
Fund national and specific local projects.
Provide interim finance for economically viable projects and specifically relocation of inner-
city land extensive institutions.
In these circumstances:
Donors can be requested to fund and seed specific regional, national and local projects.
NGOs can be requested to fund, seed, extend and/or develop new social & community
services and “green” projects.

134
Reportedly there are only 10 trained valuers in the entire country.

MUP&T Draft Final Report [273] October 2010

Private sector financing can be attracted for up-market residential and for industrial and
business development; and
Outsourcing and PPP arrangements become feasible for selected infrastructure and services.
In addition Carbon Credit finance might be feasible for “Greening Maseru”.

15.3 The Statutory and Institutional Framework for Transportation

The formal responsibility and authority for most transport related issues in Maseru is in
the hands of the Ministry of Public Works and Transport. This includes:
Formal responsibility for all Gazetted roads within the urban area: construction,
maintenance, operation, marking, signing, change of traffic arrangements, traffic
signal etc.
Full regulation of public transport operation: Licensing of PT vehicles and drivers,
authorizing routes and fares, enforcement of regulations and operation.
Vehicle and driver licensing.
The MCC is responsible for all local roads, including construction and maintenance.

The Roads Fund (Ministry of Finance) is a separate body with dedicated resources (fuel
levy, licensing fees, border toll-gate fees, etc.), financing and auditing of road
maintenance of major roads.

The Consultant is of the opinion that neither the Ministry nor the MCC has enough
professional capacity to manage and operate urban transport. In particular, there is a gap
in the following areas:
Systematic collection of transport data: traffic counts, speeds and travel times.
Systematic collection, mapping and analysis of road accidents.
Setting and updating integrated urban transport policy for sectors: Roads, Public Transport,
Traffic Management.
Design of urban traffic arrangements including intersection design, traffic light design,
upgrading of roads, black spot treatment.
Design of an integrated public transport service including: routes, stops, frequencies, fares,
ticketing system, etc.
Management and operation of on-street parking.

15.4 Planning and Regulating Transportation

15.4.1 Capacity Building

The provision of quality urban transport services in Maseru requires a strong regulatory
body capable of planning, designing, regulating and monitoring performance.
Unfortunately, currently there is no such entity in Maseru.

MUP&T Draft Final Report [274] October 2010

The MoPW&T has all the legal powers necessary, but lacks the necessary personnel and
knowledge. MCC lacks both the legal power and the necessary capacity.

Thus, we recommend strengthening the capacity of both bodies and clearly allocating
responsibilities between the Ministry and MCC.

The Consultant recommends the MoPW&T should be empowered, legislatively,

professionally, technologically and organisationally to adequately:
Prepare and update Maseru Urban Transport Strategy;
Prepare and update Maseru Transport Master Plan;
Prepare and update Guidelines for all sectors of Urban Transport;
Create and update the necessary legal environment based on appropriate legislation;
Regulate Public Transport Operation including level of service and fees;
Procure Public Transport Services through a competitive tender system;
Monitor and control the proper operation of Public Transport Services;
Approve traffic arrangement including traffic signal design;
Prepare Cost-Benefit Analysis for all transport projects;
Prepare Multi-Year Investment Plans and finance the construction and maintenance of
transport facilities and infrastructure.

The Consultant recommends the MCC should be empowered, legislatively,

professionally, technologically and organisationally to adequately:
Maintain the transport facilities it owns;
Prepare detailed design of all transport facilities and traffic arrangements, for approval by the
Ministry;
Manage on-street parking;
Monitor road safety status and initiate road safety improvements;
Require or prepare Traffic impact Assessments for all major land use developments prior to
planning approval.

The implementation of these recommendations requires some legislative changes, mainly

to empower the MCC. However, new organization structures are not relevant without
building the necessary capacity. Therefore we recommend preparing and implementing
an extensive capacity building program in the area of urban transport.
The capacity building program should focus on the following issues:
Public transport regulation and operation;
Urban road safety;
Traffic management and traffic arrangements;
Traffic impact assessment.

MUP&T Draft Final Report [275] October 2010

15.4.2 Long-Term Investment Strategy for Transportation

The city of Maseru lacks a sound long term investment strategy for the transport
sector. Lack of such a strategy has a significant effect on the City‟s ability to develop
and upgrade its infrastructure and provide a reasonable service to residents.

Moreover, a clear and long-lasting strategy will enable decision-makers to actively

promote a sustainable approach for the transportation system in Maseru. Such a strategy
can alter demand patterns (for instance encourage people to move to Public Transit, or
reside in walk-able residential areas) and foster a realistic traffic management approach
as opposed to reacting to existing trends and demand as presently perceived.
Promotion of a long term investment strategy in Maseru is to be achieved by:
Adopting a quantitative economic-based approach such as Cost-Benefit-Analysis
(CBA) to assess proposed development plans. Such an approach will provide a
professional and accepted platform for grant and loan applications to donors and
financial institutions and will assure investments are sound, demand-driven and
beneficial.
In order to facilitate Cost-Benefit-Analysis the Client should maintain and utilise the
Travel Demand Model for Maseru developed by the Consultant. Such a model,
which is widely utilized worldwide will enable decision-makers to assess and
compare various transportation strategies and appraise different road and public
transport scenarios as well as various traffic and parking strategies.
The Client should diversify funding sources to execute more complex, costly and long-
term developments
A multi-year investment plan needs to be defined based on a list of approved project
with designated funding sources. Investments will be prioritized based on various
objective and subjective criteria and will enable the Client to work consistently within
the long term investment strategy.
Involve the private sector in the development of transportation infrastructure the
Consultant proposes that the private sector be required to develop complementary
transportation infrastructure where development is underway. For example, the
construction of sidewalks in new residential developments, provision of cycling
paths, etc. together with other infrastructural requirements.

MUP&T Draft Final Report [276] October 2010

16. Transportation Investment Plan
The following tables summarize the proposed transportation investment plan for the city
of Maseru for the coming 20 years (2011-2030). The investment plan includes 7 different
types of investments and is based on the list of projects detailed in Section 14 above:
NMT facilities;
Public Transport;
Intersection upgrading;
Traffic management;
Road construction;
Road rehabilitation;
Capacity Building & Planning.

Table 35 outlines 69 projects that were identified and provides unit cost estimation, start
time and duration of execution and the amount of units needed.

Table 36 summarizes the list into an annual cost estimation segmented by the seven types
defined above. Overall the consultant estimates the need to invest 320M USD over 20
years, about 71% of which is allocated to the road rehabilitation and development
including local roads. Excluding upgrading and development of local roads total
investment is 320M USD of which 46% is allocated to the road rehabilitation and
development.

The cost estimation for each component is based on both analysis of the cost of previous
investments in Lesotho, provided by MoPW&T and MCC, and the consultant‟s
estimation based on similar investments in comparable countries. Note that the cost
should be referred as indicative only and needs to be carefully checked. Costs do not
135
include land appropriation .
The time phased investment plan assumes an opening year and the implementation
duration to execute each component. These assumptions take into account developmental
priorities, implementation capacity whilst synchronizing between projects and the overall
development plan proposed for the city.

135
The Consultant has recommended the restructuring of planning law to differenciate between proprietry
rights and development rights on land and has also recommended instituting appropriate taxation of
preferencial development rights. Once these elements are in place land appropriation can be undertaken
based on compensation against property development rights in liue of cash compensation, as is practiced in
most countries.

MUP&T Draft Final Report [277] October 2010

 Preliminary
Existing Proposed Opening Start Cost per # of
Type of investment Project Name Years cost
infrastructure infrastructure year year unit units
estimation
Intersection upgrading Moshoeshoe- Central Park 3 legs, lanes 4,4,4 2 lanes circle 2013 2 2011 $300,000 1 $300,000
Intersection upgrading Moshoeshoe- Central Bank 3 legs, lanes 4,4,4 2 lanes circle 2013 2 2011 $300,000 1 $300,000
4 legs lanes
Intersection upgrading Lakeside 2 lanes circle 2015 2 2013 $300,000 1 $300,000
clockwise 2,3,3,5
4 legs, lanes c.w
Intersection upgrading Stadium - Main north 2 lanes circle 2018 2 2016 $300,000 1 $300,000
2,4,1,4
Intersection upgrading Moshoeshoe - Mini bypass 3 legs, lanes 2,2,2 Circle 2018 2 2016 $200,000 1 $200,000
2 lane Circle - to
Intersection upgrading Kingsway Basotho Hat 3 leg intersections scale/geometry of 2015 2 2013 $300,000 1 $300,000
(west) (21) Cathedral Circle
Intersection upgrading Kingsway - Moshoeshoe (6) 4 legs intersections 2 lane Circle 2015 2 2013 $300,000 1 $300,000
Intersection upgrading Border bridge (7) parking lots/rank 2 lane Circle 2022 2 2020 $300,000 1 $300,000
South-West to Pioneer Mall
Intersection upgrading (8) 3 legs intersections Circle 2022 2 2020 $200,000 1 $200,000
Intersection upgrading Qoaling - Thetsane (bridge) 3 legs intersections Circle 2025 2 2023 $200,000 1 $200,000
(9)
Thetsane Industrial (north)
Intersection upgrading (10) Circle\ 4 legs 2 lane Circle 2025 2 2023 $300,000 1 $300,000
Thetsane Industrial (south)
Intersection upgrading (11) Circle\ 4 legs 2 lane Circle 2025 2 2023 $300,000 1 $300,000
Intersection upgrading Millennium Park (north) (12) Circle\ 4 legs 2 lane Circle 2025 2 2023 $300,000 1 $300,000
Millennium Park (south)
Intersection upgrading (13) 3 leg intersections Circle 2025 2 2023 $200,000 1 $200,000
Intersection upgrading Main South - Mpilo (14) 3 leg intersections 2 lane Circle 2015 2 2013 $300,000 1 $300,000
Conference Centre Circle
Intersection upgrading (15) Circle\ 3 legs 2 lane Circle 2025 2 2023 $300,000 1 $300,000
Intersection upgrading Qoaling - Main south (16) 4 legs intersections Circle 2025 2 2023 $200,000 1 $200,000
Intersection upgrading Main South - Botsabelo (17) 3 leg intersections Circle 2028 2 2026 $200,000 1 $200,000
Intersection upgrading Main South - Lithoteng (18) 3 leg intersections Circle 2030 2 2028 $200,000 1 $200,000
Intersection upgrading Main South - Bypass (19) 3 leg intersections 2 lane Circle 2022 2 2020 $300,000 1 $300,000

MUP&T Draft Final Report [278] October 2010

Intersection upgrading Bypass - Abia (20) 3 leg intersections Circle 2030 2 2028 $200,000 1 $200,000
Intersection upgrading Tšosane - North Ring (22) 4 leg intersections Circle 2030 2 2028 $200,000 1 $200,000
Intersection upgrading Main north - Mabote (23) 3 leg intersections 2 lane Circle 2022 2 2020 $300,000 1 $300,000
Intersection upgrading Main North - OK 3 leg intersections 2 lane Circle 2022 2 2020 $300,000 1 $300,000
supermarket (24)
Intersection upgrading Main North - Le Cop 4 leg intersections 2 lane Circle 2022 2 2020 $300,000 1 $300,000
(Nutrifoods) (25)
Intersection upgrading Airport Road North (26) 4 leg intersections Circle 2025 2 2023 $200,000 1 $200,000
Intersection upgrading Main North - Willis clinic 4 leg intersections Circle 2022 2 2020 $200,000 1 $200,000
(27)
Intersection upgrading Naleli - North Ring Road 4 leg intersections Circle 2028 2 2026 $200,000 1 $200,000
(28)
Sidewalk Rehabilitation 7.4 km \ mostly high quality
NMT facility 2015 2 2013 $100,000 7.4 $740,000
along Main North A1 gravel paved sidewalks
wider high
Sidewalk Rehabilitation 4 km \ mostly quality paved
NMT facility 2015 2 2013 $100,000 4 $400,000
along Moshoeshoe road narrow sidewalk sidewalks
sidewalk
International
Cycling path along Main 7.4 km\ Mostly
NMT facility standard cycling 2015 2 2013 $75,000 7.4 $555,000
North A1 gravel sidewalk
lane
Sidewalk Rehabilitation 4 km \ narrow high quality wide
NMT facility 2018 2 2016 $100,000 4 $400,000
along Main South A2 sidewalk paved sidewalks
International
Cycling path along Main 4 km\ Narrow
NMT facility standard cycling 2018 2 2016 $75,000 4 $300,000
South A2 sidewalk
path/lane
Sidewalk Rehabilitation wider high
4.2 km \ narrow
NMT facility along Qoaling (Main south quality paved 2020 2 2018 $80,000 4.2 $336,000
sidewalk
to Thetsane) sidewalks
Thetsane Industrial
high quality
NMT facility (millennium park to 7.5 km 2020 2 2018 $80,000 7.5 $600,000
paved sidewalks
Kingsway road)
3 km \ Paved\ high quality and
Sidewalk Rehabilitation
NMT facility some section are wide paved 2020 2 2018 $80,000 3 $240,000
along Kingsway
quite poor sidewalks

MUP&T Draft Final Report [279] October 2010

 Cycling path: Thetsane International
7.5 km\ Narrow
NMT facility Industrial (millennium park) standard cycling 2020 2 2018 $75,000 7.5 $562,500
sidewalk
to Kingsway road path
International
Cycling path along Qoaling 4.2 km\ Narrow
NMT facility standard cycling 2022 2 2020 $75,000 4.2 $315,000
(Main south to Thetsane) sidewalk
path
Sidewalk Rehabilitation 3.4 km \ mostly no high quality
NMT facility 2025 2 2023 $80,000 3.4 $272,000
along Tsosane to main south sidewalk paved sidewalks
International
Cycling path: Tsosane to 3.4 km\ Mostly no
NMT facility standard cycling 2025 2 2023 $75,000 3.4 $255,000
main south sidewalk
lane
prioritizing PT in
intersections
Public Transport BRT Priority measurement 2015 2 2013 $800,000 1 $800,000
along the BRT
route
1 or 2 lanes for all
types of traffic in dedicated lane for
Public Transport Main south BRT 2015 3 2012 $750,000 23 $17,250,000
the major corridor transit only
of the city
150 new roofed
Very few stops and lighted bus
Public Transport Bus Stops 2020 6 2014 $13,500 150 $2,025,000
with poor standard stops with info
boards
Ranks in city 5 International
Build new public transport
Public Transport center, no termini standard 2025 10 2015 $1,000,000 5 $5,000,000
terminals
outside the center terminals
Number of buses:
Public Transport Purchase BRT Buses 2020 2 2018 $200,000 49 $9,800,000
39\additional 10
Number of buses:
Public Transport Purchase Standard buses 2018 2 2016 $120,000 68 $8,160,000
56\additional 12
Number of buses:
Public Transport Purchase Midi-Buses 205\ additional 2016 4 2012 $50,000 236 $11,800,000
31
2.5 km\ Gravel
Road construction North MiniBypass road\ 1 lane in total 2+2 lanes/ Paved 2018 4 2014 $1,000,000 2.5 $2,500,000

MUP&T Draft Final Report [280] October 2010

 1.9 km\ Gravel
Road construction Botsabelo (new hospital) road\ 1 lane in total 1+1 lanes/ Paved 2018 4 2014 $750,000 1.9 $1,425,000
11.3 km\ mostly
Road construction "North Ring" (Khubetsuana- gravel road\ 1 lane 2+2 lanes/ Paved 2026 5 2021 $1,200,000 11.3 $13,560,000
koalabata-main south) in total
Airport extension 2.75 km\ Gravel
Road construction (Khubetsuana West) road\ 1 lane in total 1+1 lanes/ Paved 2025 4 2021 $750,000 2.75 $2,062,500
7.4 km\ 1+1 Lanes\ 2+2 lanes\ High
Road rehabilitation Main North A1 2015 3 2012 $1,500,000 7.4 $11,100,000
Paved quality corridor
2.4 km\ Mostly
Road rehabilitation Moshoeshoe 2+2 lanes 2015 3 2012 $750,000 2.4 $1,800,000
1+1 Lanes\ Paved
2+2 lanes\ High
Road rehabilitation Main South A2 12 km\ 1+1 Lanes\ quality corridor 2018 3 2015 $1,250,000 12 $15,000,000
Paved with separation
Road rehabilitation Qoaling (Main south to 4.2 km\ 1+1 Lanes\ 2+2 lanes 2023 3 2020 $1,000,000 4.2 $4,200,000
Thetsane) Paved
3.9 km\ Mostly
Road rehabilitation Thetsane Industrial 2+2 lanes 2023 3 2020 $1,000,000 3.9 $3,900,000
1+1 Lanes\ Paved
Road rehabilitation Airport Road 2.5 km\ 1+1 Lanes\ 2+2 lanes 2023 3 2020 $1,000,000 2.5 $2,500,000
Paved
Road rehabilitation Conference center to lake 2.3 km\ 1+1 Lanes\ 2+2 lanes 2025 3 2022 $1,000,000 2.3 $2,300,000
side Paved
300 KM of paved
Road rehabilitation Local road rehabilitation 2030 17 2013 $625,000 300 $187,500,000
road
building speed
only few humps humps around
Traffic management Road humps 2013 2 2011 $1,000 200 $200,000
exist today schools and
neighborhoods
parking is not automated
Electronic onstreet parking
Traffic management organized and not payment system 2013 2 2011 $- 1 $0
system
controlled during day time

MUP&T Draft Final Report [281] October 2010

 adding
insufficient instructing,
Traffic management Add roads signs number of road warning and 2013 1 2012 $200 200 $40,000
signs information road
signs
Cross pad at
Insufficient
Traffic management Add cross pads number of crossing every intersection 2014 1 2013 $100 100 $10,000
pads and pedestrian
crossin point
Paying directly to
the automated
driver/conductor onboard ticketing
Traffic management Integrated ticketing system 2015 1 2014 $3,000 353 $1,059,000
for each system with
mode/vehicle unified fare
separately
10 more traffic
17 traffic lights
Add traffic light and update lights with new
Traffic management programs to major with old controllers controllers and 2018 2 2016 $20,000 25 $500,000
intersections and no volume volume actuated
actuated programs
programs
Integrated land-
Capacity building &
Develop TDM None use transport 2015 2 2013 $900,000 1 $900,000
Planning
model
Capacity building &
BRT detailed design study None 2013 2 2011 $500,000 1 $500,000
Planning
Capacity building & Multi-Year Transportation
Sporadic 2030 15 2011 $20,000 1 $300,000
Planning surveys
Capacity building &
Transport Authority 2030 18 2012 $40,000 16 $640,000
Planning

Table 35: Transportation Development Projects

MUP&T Draft Final Report [282] October 2010

 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Field / Year 1 11 21 31 41 51 61 71 81 92 02 12 22 32 42 52 62 72 82 9Total

Intersection Upgrading 0.3 0.3 0.6 0.6 - 0.3 0.3 - - 1.0 1.0 - 1.0 1.0 - 0.2 0.2 0.3 0.3 7.2
NMT Facilities - - 0.8 0.8 - 0.4 0.4 0.9 0.9 0.2 0.2 - 0.3 0.3 - - - - - 5.0
Public Transport - 8.7 9.1 9.4 3.8 4.9 4.9 5.7 5.7 0.5 0.5 0.5 0.5 0.5 - - - - - 54.8
Road Construction - - - 1.0 1.0 1.0 1.0 - - - 3.2 3.2 3.2 3.2 2.7 - - - - 19.5
Road Rehabilitation - 4.3 15.3 15.3 16.0 16.0 16.0 11.0 11.0 14.6 14.6 15.3 11.8 11.8 11.0 11.0 11.0 11.0 11.0 228.3
Traffic Management 0.1 0.1 0.0 1.1 - 0.3 0.3 - - - - - - - - - - - - 1.8
Capacity Building &
0.3 0.3 0.5 0.5 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 2.4
Planning
3
1 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1
0 3 6 8 0 2 2 7 7 6 9 9 6 6 3 1 1 1 1 9
. . . . . . . . . . . . . . . . . . . .
TOTAL 7 7 4 8 9 8 8 7 7 2 5 1 8 8 8 3 3 4 4 1
Table 36: Projected Annual Investment (million US$)
Figure 77: Projected Annual Investment (million US$)

MUP&T Draft Final Report [283] October 2010

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MUP&T Draft Final Report [292] October 2010

 Appendix 2

Required Land Allocations for Schools in the MUA, by TAZ

Pre- Primary Secondary/ Special Pre- Primary Secondary/ Special

TAZ TAZ Name High Education Schools Schools High Schools Education
Schools Schools
Schools Facilities (Ha.) (Ha.) (Ha.) (Ha.)
1 ABIA 9 6 2 1 0.90 4.20 2.80 0.50
2 MASIANOKENG 2 2 1 - 0.20 1.40 1.40 -
3 MATALA-NELESE 5 3 1 1 0.50 2.10 1.40 0.50
9 HILLS-VIEW 1 1 - - 0.10 0.70 - -
MASERU
10 CENTRAL-S - - - - - - - -
11 MASERU WEST 1 - - - 0.10 - - -
12 OLD EUROPA 1 1 - - 0.10 0.70 - -
13 HOOHLO 1 1 - - 0.10 0.70 - -
14 INDUSTRIAL N-W - - - - - - - -
MATSOATLARENG-
15 FOKOTHI - - - - - - - -
BOINYATSO-
16 LITUPUNG 1 1 - - 0.10 0.70 - -
KHUBETSOANA -
17 EAST 2 1 1 - 0.20 0.70 1.40 -
KHUBETSOANA-
18 NORTH 4 3 1 1 0.40 2.10 1.40 0.50
KHUBETSOANA-
19 WEST 3 2 1 - 0.30 1.40 1.40 -
22 HA SEOLI 4 3 1 - 0.40 2.10 1.40 -
23 LIKOTSI 7 4 2 1 0.70 2.80 2.80 0.50
24 LIKOTSI-SOUTH 3 2 1 - 0.30 1.40 1.40 -
25 QOALING-SOUTH 7 4 2 1 0.70 2.80 2.80 0.50
26 BOROKHOANENG 1 1 - - 0.10 0.70 - -
27 HA LEQELE 5 3 1 1 0.50 2.10 1.40 0.50
28 LITHABANENG 3 2 1 - 0.30 1.40 1.40 -
LITHOTENG-
29 NORTH 6 4 2 1 0.60 2.80 2.80 0.50
LITHOTENG-
30 SOUTH 6 4 1 1 0.60 2.80 1.40 0.50
38 MARKET-RANKS - - - - - - - -
47 MASERU EAST 2 1 1 - 0.20 0.70 1.40 -
48 LAC 4 3 1 1 0.40 2.10 1.40 0.50
MOSHOESHOE II-
49 SOUTH 1 - - - 0.10 - - -
50 SEA-POINT 1 1 - - 0.10 0.70 - -
60 BOTSABELO 3 2 1 1 0.30 1.40 1.40 0.50

MUP&T Draft Final Report [293] October 2010

 Pre- Primary Secondary/ Special Pre- Primary Secondary/ Special
TAZ TAZ Name Schools Schools High Education Schools Schools High Schools Education
Schools Facilities (Ha.) (Ha.) (Ha.) (Ha.)
61 LEKHALOANENG 2 1 - - 0.20 0.70 - -
62 MAKOANYANE 1 - - - 0.10 - - -
63 MOHALALITOE 1 1 - - 0.10 0.70 - -
64 MOTIMPOSO-TSIU 3 2 1 - 0.30 1.40 1.40 -
65 MOTSE-MOCHA 4 2 1 1 0.40 1.40 1.40 0.50
THAMAE-
66 THABONG 3 2 1 - 0.30 1.40 1.40 -
67 HA TSOLO 5 3 1 1 0.50 2.10 1.40 0.50
68 HA-THETSANE 4 3 1 - 0.40 2.10 1.40 -
69 RATJOMOSE 3 2 1 - 0.30 1.40 1.40 -
70 THETSANE-3 4 3 1 - 0.40 2.10 1.40 -
THETSANE-
71 INDUSTRIAL - - - - - - - -
TSAUTSE-
72 QOALING_NORTH 6 4 2 1 0.60 2.80 2.80 0.50
73 KOALABATA 3 2 1 - 0.30 1.40 1.40 -
MABOTE-
74 SEBABOLENG 4 3 1 1 0.40 2.10 1.40 0.50
75 NALELI 3 2 1 1 0.30 1.40 1.40 0.50
76 SEKAMANENG 3 2 1 - 0.30 1.40 1.40 -
77 TSOSANE 4 2 1 1 0.40 1.40 1.40 0.50
MASERU
78 CENTRAL-N - - - - - - - -
79 INDUSTRIAL N-E - - - - - - -

MUP&T Draft Final Report [294] October 2010

 Appendix 3
Required Land Allocations for Health, Social and Community Facilities in
the MUA, by TAZ

Social
Social Community
TAZ TAZ Name Clinics Hospital Community Service Clinics Hospital Centres Service
Centres Facilities (Ha.) (Ha.) (Ha.) Facilities
(Ha.)

1 ABIA 2 3 6 0.08 1.80 0.30

2 MASIANOKENG 1 2 0.60 0.10
MATALA-
3 NELESE 1 2 4 0.04 1.20 0.20
9 HILLS-VIEW 1 0.05
MASERU
10 CENTRAL-S 1 2.00
11 MASERU WEST
12 OLD EUROPA
13 HOOHLO
INDUSTRIAL N-
14 W
MATSOATLARE
15 NG-FOKOTHI
BOINYATSO-
16 LITUPUNG 1 1 0.60 0.05
KHUBETSOANA
17 - EAST 1 1 0.60 0.05
KHUBETSOANA
18 - NORTH 1 1 3 0.04 0.60 0.15
KHUBETSOANA
19 - WEST 1 1 2 0.04 0.60 0.10
22 HA SEOLI 1 1 3 0.04 0.60 0.15
23 LIKOTSI 1 2 5 0.04 1.2 0.25
24 LIKOTSI-SOUTH 1 1 2 0.04 0.60 0.10
QOALING-
25 SOUTH 1 2 5 0.04 1.2 0.25
BOROKHOANE
26 NG 1 0.05
27 HA LEQELE 1 2 4 0.04 1.2 0.20
28 LITHABANENG 1 1 2 0.04 0.60 0.10
LITHOTENG-
29 NORTH 1 2 4 0.04 1.2 0.20
LITHOTENG-
30 SOUTH 1 2 4 0.04 1.2 0.20
MARKET-
38 RANKS
47 MASERU EAST 1 1 0.60 0.05
48 LAC 1 1 3 0.04 0.60 .15

MUP&T Draft Final Report [295] October 2010

 Social
Community Social Clinics Hospital Community Service
TAZ TAZ Name Clinics Hospital Centres Service (Ha.) (Ha.) Centres Facilities
Facilities (Ha.)
(Ha.)
MOSHOESHOE
49 II- SOUTH
50 SEA-POINT 1 0.05
60 BOTSABELO 1 1 1 2 0.04 10.00 0.60 0.0
LEKHALOANEN
61 G 1 1 0.60 0.05
62 MAKOANYANE
63 MOHALALITOE
MOTIMPOSO-
64 TSIU 1 1 2 0.04 0.60 0.10
65 MOTSE-MOCHA 1 1 3 0.04 0.60 0.15
THAMAE- 0.60
66 THABONG 1 2 0.10
67 HA TSOLO 1 2 4 0.04 1.20 0.20
68 HA-THETSANE 1 1 3 0.04 0.60 0.15
69 RATJOMOSE 1 1 2 0.04 0.60 0.10
70 THETSANE-3 1 2 3 0.04 1.20 0.15
THETSANE-
71 INDUSTRIAL
TSAUTSE-
QOALING_NOR
72 TH 1 2 4 0.04 1.20 0.20
73 KOALABATA 1 1 2 0.04 0.60 0.10
MABOTE- 0.60
74 SEBABOLENG 1 1 3 0.04 0.15
75 NALELI 1 1 2 0.04 0.60 0.10
76 SEKAMANENG 1 2 0.60 0.10
77 TSOSANE 1 1 3 0.04 0.60 0.15
MASERU
78 CENTRAL-N
INDUSTRIAL N-
79 E

MUP&T Draft Final Report [296] October 2010

Appendix 4

Moshoeshoe Road Integrated Transportation Corridor

The Consultant proposes upgrading Moshoeshoe Road into an integrated development

corridor, catering for a variety of transportation modes and providing the route with a
very high level of accessibility and amenity. This level of service will enable the
development of high order commercial, educational and business activities. Supporting
infrastructure and services will allow the corridor to develop as a dedicated high standard
Business Park. Residential functions are not expected to develop along the corridor.

As such, the corridor is planned to serve as an integrated transport corridor with several
transportation modes to be enabled.

Figure A below demonstrates the proposed design to facilitate high capacity and safe
movement along this corridor for various for the following modes:
Public Transport: Including a dedicated transit lane for the proposed BRT corridor with
designated bays for Bus Stops
Private Vehicle: Increased capacity for private vehicles along this route by upgrading 3
intersections and adding one lane in each direction.
Pedestrian Movement: Providing high quality contiguous sidewalks that will improve the
Level of Service for pedestrian.

Sidewalk along Moshoeshoe

Current sidewalks along Moshoeshoe Road are heavily used by pedestrians. On a typical
weekday more than 12,000 pedestrian traverse it. Currently sidewalks do exist along most
of the alignment but there is a clear need to increase their capacity, the Level of Service
and safety for the pedestrians.

As part of an integrated development corridor, the consultant proposes to upgrade

sidewalks on both sides.

Figures B, C and D below show typical Cross-sections.

MUP&T Draft Final Report [297] October 2010

Figure A: Moshoeshoe Road - Proposed Layout
Note: The layout is provided in plot copies to 1:1,000 scale under separate cover.

MUP&T Draft Final Report [298] October 2010

Figure B: Moshoeshoe Road - Typical Cross-section without BRT

Figure C: Moshoeshoe Road - Typical Cross-section with BRT

MUP&T Draft Final Report [299] October 2010

Figure D: Moshoeshoe Road - Typical Cross-section with BRT and Bus Stop

MUP&T Draft Final Report [300] October 2010

Appendix 5

“Central Park” & “Central Bank” Intersection Upgrade

The Moshoeshoe Roads intersections are amongst the most congested in Maseru. They
were therefore selected to serve as a “pilot” for the resolution of congestion.
Figure A below shows the location of the selected intersections:

Figure A: Moshoeshoe Road Intersections

Analysis of current traffic patterns at the intersections reveals the following

shortcomings:
Although staggered, neither intersection functions well and both generate safety concerns and
display capacity shortfalls.
The Southern Intersection (Right turn from North to the “Ranks”) is dangerous and
suffers from heavy congestion coming from the other side of the road. The junction is
often blocked even when the traffic light is green
The same applies in the other direction – traffic from Moshoeshoe toward the “ranks” is
inferior to main traffic along Moshoeshoe creating congestion and safety concerns
The traffic lights are not well calibrated to existing traffic and don‟t optimize the flow in
either junction.

MUP&T Draft Final Report [301] October 2010

The Consultant proposes restructuring both intersections as part of a broader upgrading of
Moshoeshoe Road as an Integrated Development Corridor.

Two traffic circles (roundabouts) are proposed for these intersections, with 2 lanes in
each direction along Moshoeshoe Road and 2 lanes for branches coming entering and
exiting the junctions.

Figures B and C below indicate the layout of the intersections. Plots to 1:500 scale are
provided under separate cover.

Figure B: Proposed “Central Bank” and Central Park” Traffic Circles on

Moshoeshoe Road

MUP&T Draft Final Report [302] October 2010

Figure C: Zoom of Proposed “Central Bank” and Central Park” Traffic Circles

Analysis of the proposed design indicates the proposed circles will overcome most of the
above noted traffic problems:

The LoS in the east “Central Park” circle will improve and will accommodate existing
and forecast traffic. Existing traffic LOS is assessed as follows:
From the north – LOS Type A
From the east – LOS Type A
From the west – LOS Type A

The LoS in the west “Central Bank” circle will improve and will accommodate existing
and forecast traffic. Existing traffic LOS is assessed as follows::
From the the south – LOS Type A
From the east – LOS Type A
From the west – LOS Type A

The new design of the junction is not dependent on the traffic lights and will operate
sustainably.

Both circles are designed to strict safety standards and will assure minimal risk for both
vehicle users and pedestrians.
The roundabouts accommodate changes in traffic patterns during the day.

MUP&T Draft Final Report [303] October 2010

Appendix 6
Thetsane Integrated Development Node
Purpose of the Urban Planning Pilot for Thetsane

The purpose of this urban planning pilot scheme is to demonstrate how the concepts and
proposals of the MUPT at a city wide scale can be planned in more detail at important
points of the urban structure, in this case one of the key nodes on a major corridor.
Thetsane was chosen as a pilot scheme in coordination with the Client.

Role of Corridors and Nodes

Although the nature of corridors may vary with regard to their maturity or to the mix of
land uses and other factors, the basis of corridor development is the integration of high
intensity transport routes with high intensity land uses, both residential and non-
residential, in particular at nodes on the corridors. Corridors and nodes confer a number
of advantages for urban development:
Achievement of thresholds for better public transport services and for better public, retail and
commercial services, especially at nodes on the corridors;
Provision of employment closer to places of residence, including both small and large
enterprises;
Reduction of private vehicle dependence;
Integration of different travel modes, ranging from BRT to pedestrian movement including
multi-modal transport systems;
Economic and social integration of adjacent communities;
The establishment of better metropolitan-wide economic linkages;
Ensuring that decentralisation from a CBD is not dispersed such that public transport is
ineffective, with long journeys and high costs;
Accommodation of population growth in higher density environments and provision of a
range of housing types and density;
Containment of urban sprawl and prevention of the haphazard location of major traffic
generators through a pro-active corridor development policy thus reinforcing the
incentive for people to live along corridors;
Concentration of traffic generation and attraction along a limited number of movement
corridors;
Situation of new residential development so that it extends and supports an existing
development corridor and commercial node, rather than developing in a relatively
self-contained manner;
Creation of opportunities for new business to be visible and accessible to passing traffic;
Concentration of scarce public sector investment on a limited number of routes and nodes,
with the best returns on investment in the broader sense.

MUP&T Draft Final Report [304] October 2010

At the same time there are potential weaknesses of the concept of corridors and nodes
which must be addressed if they are to be successful:
Strong corridors and nodes, especially in poor areas, may initially require a high level of
public funding before private sector interest "kicks in";
It may be difficult to achieve a good mix of land uses and this is critical at nodes;
Depending of the nature of the corridor and node, it might be seen as unattractive and with an
inferior range of services;
There may be a preference for offices in "quiet" and uncongested locations, for example
“home offices”;
There needs to be sufficient parking;
Corridor facilities should be at the centre of gravity of the populations which they are
intended to serve.

It is noted that each corridor, or section thereof, will develop and retain its own distinct
characteristics in response to its physical characteristics such as width and topography,
the density of development, the mix of uses along each section, the scale, density and
characteristics of development in their catchment areas, etc.

Extent of the Thetsane Node and Catchment Area

The node is centred on the Thetsane Industrial Area, but currently includes the following:
The stream on the western side of the existing industrial area, which leads to the sewage
settlement ponds and the Mohokare River;
The intersection of the Southern Bypass with the road to Qoaling and pedestrian movement
channels between the intersection and the rest of the node;
The “retail” site to the south-west of the industrial area;
Middle and high income residential areas immediately to the south of the industrial area,
within which there are some limited public services.

Account must also be taken of a much wider service area or catchment for the Thetsane
Node. This catchment is limited in the direction of the CBD by the proposed
developments on the Polo Ground, including a commercial centre. There is however a
much bigger area to the south. A large part of this is formally subdivided and hence of
relatively high densities, but some has been traditionally allocated. Much of the area is, as
yet, quite thinly populated and there is a widespread lack of services. There is thus the
opportunity to create a multi-functional node at Thetsane, rather than purely an industrial
one.

MUP&T Draft Final Report [305] October 2010

Map 1: Thetsane Node Overview

Industrial Development

The dominant existing land use in the node is industry, which accounts for 10,000-12,000
employees. Thetsane is the main industrial area in the city and currently occupies
2
approximately 70 hectares gross area, including roads etc. There is about 300,000 m
floor space in the existing industrial area.

Notwithstanding the comments above about the current mono-functional nature of the
node there are some parcels on the west and northern periphery of the existing industrial
area which should be developed - see attached maps. They are approximately 12 ha in
extent, which will add to the intensity of the node, with up to 2,000 additional employees.

The dominant type of industry in the node is clothing and textiles and it is expected that
this sub-sector will continue to grow rapidly due to export incentives. The additional
parcels would thus be well suited to additional clothing and textile factories.

These parcels are not suitable for offices or business parks as they lack visibility, but
there are alternatives for the latter, as discussed in the following section.

Many of the workers currently walk to and from work, including along the road to
Qoaling. It is intended that bus stops be provided in proximity to the factories, as
discussed further below.

Although the industrial area is composed mostly of modern buildings, it is proposed that
it be buffered by public open space, which would separate it from surrounding residential
areas. It is also proposed that the industrial area be made more attractive by tree planting
along main roads.

MUP&T Draft Final Report [306] October 2010

Map 2: Thetsane Node Eastern Section

Retail Development

Retail activity is normally an initial feature of a node and there is typically demand for
convenience shopping, either formal or informal. Retail activity in turn leads to other
activities being concentrated in a node.

On the south-west edge of the node is an 8 ha site which has been designated for a
2
shopping centre. This would permit a neighbourhood shopping centre (~10,000m GLA
or larger) anchored by a supermarket. However, given the recent development of Pioneer
Mall it is unlikely that a formal development of this nature and size will take place for the
next 5 years. There may also be a retail development on the Polo Ground (Racecourse)
site.

Based on the latest available cadastral layout there are 800 high income plots, 1,300
middle income plots and extensive areas of informal land allocation in close proximity to
the site. In 2006 the traditionally allocated areas of Ha-Thetsane, Ha-Tsolo and Likotsi
accounted for about 20,000 persons and by 2030 this is projected to increase to 58,000. It
is thus proposed that development of a small supermarket, be promoted. This should be
planned so that a more comprehensive centre can be developed as population and income
in the area grow. There will be a significant element of „‟transient” shoppers -e.g. on
their way home to Mazenod. The development of retail facilities will take place here
before those of Millennium Park.

MUP&T Draft Final Report [307] October 2010

It is however important that some retail development take place in the short term, even at
a small scale, so as to give the node further impetus, provide convenience to residents in
the area and provide local job opportunities. Informal retail should therefore be
developed on the proposed site for a bus terminus, adjacent to the site designated for the
formal retail element (see below).

The informal element must be properly organised so that it does not interfere with
movement of buses and queues of commuters. Proper trading facilities must be provided
to ensure that the node does not acquire a bad image, to the detriment of formal retail and
offices.

Map 3: Thetsane Node South West

Public Services

Thetsane Node must be seen in the context of social services for the city as a whole.
School enrolment will more than double by 2030 so that education needs to be extended
in scope and enhanced in standard. Health services need to be provided on a city-wide
scale with a minimum of 20 new clinics. Community services have to be introduced and
some 50 community centres constructed.

The wider Thetsane area is lacking in public services. There is the Maseru Private
Hospital, but no public sector clinic. Given the potential for rapid population growth, it is
proposed that a clinic be developed as part of the node, in close proximity to the retail
site. This will facilitate patients reaching the clinic by public transport. In the longer term
clinics will be required in Ha-Thetsane, Ha-Tsolo and Likotsi.

MUP&T Draft Final Report [308] October 2010

A high school exists at Thetsane 3, close to the southern bypass and about half a
kilometre from the proposed bus stop. However, in terms of population growth Ha-
Thetsane will also require a high school, as will Ha-Tsolo and Likotsi.

It is proposed that a community centre be developed in the short term at the node, with
additional facilities to be added in the broader area as population grows. Similarly there
should be a social services office,

A further facility that is lacking in the area is a police station and it is proposed that it be
added to the node.

Offices and General Commercial

Office development is the clearest sign that a node has matured and is of a high quality.
To date, however, office decentralisation from the CBD has not taken place to any great
extent, apart from the Northern Industrial Area. Thetsane Node has, however, a positive
image imparted by the modern industry and by properly subdivided residential areas. It
also has very good road access to the CBD.
It is thus proposed that part of the “retail” site be devoted to offices. Initially the extent of
2
the offices footprint could be up to 10,000m , including parking, whereafter it would
grow, in concert with development of retail facilities on the site.

It is not proposed that offices (or a business park) be developed in the industrial area
proper, as the above-mentioned site has a more positive image, greater visibility and
proximity to residential areas.

Higher Density Residential Development

In the context of Maseru the planned areas of Thetsane 3 and Ha-Thetsane are compact
and of relatively high density, in comparison with adjacent areas where land has been
allocated by traditional means, with concomitant inefficient use of land, difficulties of
servicing etc. These planned areas are, however, still of considerably lower density than
areas such as Le Cop. There are parcels of land, along the Southern Bypass, and in
proximity to Thetsane Node which provide the opportunity for residential densification
along the lines of that of Le Cop or higher, in the form of row houses or double storey
structures. The following map indicates the location of those parcels.

MUP&T Draft Final Report [309] October 2010

Map 4: Thetsane Node Residential

River Pollution, Buffer between Residential and Industrial Areas, Green Network

The river on the west side of the industrial area remains polluted, despite efforts to
ameliorate the situation. Solving this problem is therefore a high priority. The MCC,
LNDCC and other government offices are to require the private sector to reduce pollution
and pre-treat the water if necessary before it reaches the main sewage ponds.

In addition the river and its banks and other green spaces are to perform the role of a
buffer between the residential areas and industrial areas. The width of the buffer is to be
500-1000 metres wide. It should be planted with trees and indigenous vegetation

On the west bank of the river a path will be constructed which is part of the green and
blue network for the city as a whole. This will be complemented by planting of trees on
the main roads within the Thetsane-3 residential area, as well as by a link to Ratjomose
Hill.

Planting of trees will extend along the Southern Bypass, between the Qoaling intersection
and the above-discussed commercial site, so as to make the road more than just a
movement corridor.

MUP&T Draft Final Report [310] October 2010

Map 5: Thetsane Node River

Transport and Roads

Two Backbone PT Routes will pass through the node, the first from Thetsane to North
Gate and the second on the Millennium Park Corridor. The North Gate route is 16 km
long (one way), is to be served by one bus every five minutes during peak hour and will
have a capacity of 960 during peak hour. The Millennium Park Corridor is 21km long
(one way) and will also be served by one bus every five minutes during peak hour,
therefore having a similar capacity.

In addition there is a West Thetsane Local Route of 14 km which will be served by 15

seater vehicles and will operate every 7.5 minutes at peak hour. The following map
shows the routes.

MUP&T Draft Final Report [311] October 2010

Map 6: Thetsane Node PT Lines

Concept design has been done for bus stops, at the circle off which there are entrances to
both sides of the industrial area, and at the retail node. Drawings below:

Maps 7-8: Thetsane Node Bus Stops

MUP&T Draft Final Report [312] October 2010

Appendix 7 Action Plans for Special Needs Populations
1 Disability in Lesotho
1.1 Prevalence of Disability in Lesotho

Census 2006 reported disabilities distinctly below comparative norms, with evident
under-reporting on both the national scale (~3.7% of the population) and in Maseru
136
(<2.5% of the population) . The BOS Demographic Survey of 2001 reported
disabilities for some 4.2% of the population. This statistic also appears to be under-
reported, however more indicative than that of the Census. Four major variables of
impairment (sensory, physical, mental and multiple impairments) were used in the
survey. Sensory impairments referred to vision, speech and hearing impairments.
Physical impairments included visceral, skeletal and disfiguring impairments - for
example, amputations, paralysis, limping and lameness, deformity, and hunched-back.
Mental impairments included intellectual and other psychological impairments; while
multiple impairments refer to a combination of any of the above.

Physical disabilities were more prevalent with a large proportion of amputations

attributed to a long history of male migrant labour in the neighbouring Republic of South
Africa. The prevalence of disability was measured in percentage terms as the percent of
the population reported as disabled. The total disability ratio for Lesotho in 2001 stood at
4,179 per 100,000 population, with the male disability ratio (4,814) being about 26
percent higher than that of the female disability ratio (3,556) (BOS, 2001).

The second most common type of disability was blindness (950), followed by severe
deafness (513), mental problems (454) and lameness and paralysis (441). For all types of
disability except for blindness, disability ratios were almost twice as high for males
(1,984) as for females (1,065).

For the purposes of this study the Consultant estimates the disabled population in Maseru
137
at approximately 10,000, of whom approximately 1,500 require wheelchairs or are
bed-ridden and a further 1,500 of whom are blind or significantly visually impaired. The
numbers are expected to double to the 2030 planning horizon.

It is further assumed that if diagnosed approximately half of the above target population
would fit standard definitions of mental illness, mental retardation and/or severe
emotional disabilities (4-5 times higher than rates reported in Census 2006).

136
The reporting of physical disabilities is low. This might be partially the result of the demographic
structure of the population with a very small proportion of elderly. It is also probable that AIDS-related
disabilities are under-reported. Under-reporting is extremely high regarding non-physical disabilities (e.g.
for mental retardation, mental illness, emotional incapcitation, etc.). This is probably attributable to both
very limited diagnostic services and social constraints on reporting.
137
Many do not have wheelchairs but recommendations are based on the assumtion that by 2030 this will
change and wheelchairs will be available to those in need.

MUP&T Draft Final Report [313] October 2010

In addition, it must be noted that there are presently some 6,000 elderly in the MUA.
Whilst only some are categorised as disabled, many suffer associated constraints (e.g.
mobility constraints, limited eyesight or hearing) similar to the disabled and will benefit
from special provision made for specific special needs population groups. The number of
elderly to the 2030 horizon is expected to at least double, and, subject to improvements in
the provision of health services and the combating of HIV/AIDS, may well be larger than
12,000.

1.2 The Legal Environment and Services

Lesotho has no disability-specific legislation. However, both the Constitution and Labour
Code of Lesotho include anti-discrimination and other provisions drawn from
international human rights instruments and ILO Fundamental Conventions that the
Kingdom has ratified. Without specifically mentioning disability, these provisions apply
to all citizens and thus to people with disabilities.

In addition to these general provisions, the Constitution also contains a provision on

training and employment of disabled persons. Several other laws (the Education Act
1995, the Building Control Act, 1995 and the National Assembly Election (No. 1)
(Amendment) Act, 2001) contain provisions regarding disabled persons while the Public
Service Act 1995 specifies that recruitment and advancement in the public service must
solely be based on merit.

Whilst disabilities in the field of employment are addressed in legislation, albeit in a very
limited manner, public services meeting the needs of the special needs populations are
distinctly limited and generally provided by NGOs on a very limited scale.

There is no Social Security system in place to financially support the disabled. What little
financial support is provided, are charitable contributions by and through churches and
NGOs.

The education system reportedly attempts to provide for special needs pupils (where
possible integrating them into the general education system, providing examinations in
Braille, etc.). Few special education schools operate in Lesotho, well below requirements.

The health system, with its severely limited capacities, reportedly treats disabilities
generally within the general health system. Generally specialist services are unavailable
in the country as a whole and those that do exist are generally concentrated in Maseru.
AIDS derived disabilities are treated in the framework of the general health system and
NGO funded and operated AIDS oriented programmes and facilities.

The Consultant‟s field observations indicate that provision for the disabled in public
buildings in extremely limited, if at all. This absence is ameliorated, at least in part, by
the prevalence of single storey construction for many local services (schools, shops,
churches, etc.).

MUP&T Draft Final Report [314] October 2010

1.3 Prevention of Disabilities
The first field of intervention is the prevention of new disabilities with, inter alia:
Improved road safety measures, as detailed in Section 5 above and as recommended by
the MoPW&T‟s ongoing Road Safety Project, with special emphasis on the
protection of pedestrians;
Systematic successful implementation of the assorted HIV/AIDS prevention programmes
and projects;
Improved and extended diagnostic and treatment programmes for relevant illnesses;
Improved and extended work safety legislation and programmes;
Introduction and operation of ambulance services;
138
Provision of widely distributed “first-aid” facilities and services ;
Assuring appropriate safety standards in all public facilities and particularly in children‟s
playgrounds, including their maintenance.

2 Transport Requirements for the Disabled

2.1 Motorized Public Transport for the Wheelchair-Bound

There is a variety of options to provide public transport for disabled people. The most
common are:
Dial a ride with special vehicles equipped to serve people
with wheelchairs;
Dedicated fixed route for the disabled with special buses
equipped to carry wheelchairs;
Equipping some of the buses operating in the regular
service with lifts for wheelchairs;
Operating low-floor buses in all routes with platforms
that are accessible to wheelchairs.
The last two options are still not relevant for Maseru, as
there is no regular public transport service that operates
with standard buses. However, if the BRT service is
implemented, it is recommended that buses and the
Figure 1: Example of a
platforms designed to serve disabled people form an
Wheelchair Compatible
integral element of the system.
Vehicle
Similarly, the fixed route option is currently not relevant, as there is no regular operator
with standard buses and due to the wide spatial distribution of the target population it is
not possible to identify a single and compact route for the disabled.

138
First and foremost in local neighbourhood clinics.

MUP&T Draft Final Report [315] October 2010

Therefore, the only possible option for the near future is to operate a dial-a-ride service,
with 1-2 vehicles that can transport a single wheelchair.

Such a service should be heavily subsidized by the government and/or donors, as most
disabled people are very poor and can‟t afford even a small payment.

2.2 Motorized Private-Car Options for the Disabled

The Consultant recommends that specific categories of disability (e.g. amputees, wheel-
chair bound, blind, etc.) be exempted from all taxes, levies and fees in the purchase of
139,140
motor vehicles, and from payment of vehicle and driver‟s license fees . Similar
exemptions should be extended to NGO operated vehicles dedicated to the transport of
special needs populations of all categories.
The Consultant further recommends reserving parking spaces in the city centre and in
141
main parking lots for disabled parking. Since the number of cars owned by mobility
impaired people is very limited, there is a need for only small number of reserved spaces.
2.3 Bus Services for Disabled Pupils

Currently there is no dedicated bus service for disabled pupils, and they normally require
assistance from family members who accompany them to school. This needs to be
addressed by providing adequate door-to-door bus service that will transport pupils to and
from school. The service will be operated by special mini-vans equipped to lift and carry
wheelchairs.
2.4 Non-Motorized Transport for the Disabled
2.4.1 Measures for Wheelchairs

Currently, most of the walkways and sidewalks are not

accessible to mobility impaired people. The top surface is
usually not even and it is not comfortable to carry a
wheelchair. In addition, in the city centre there are many
obstacles on the current sidewalks that narrow the
Figure 2: Example of a
available space and in many cases a standard wheelchair
Wheelchair Compatible
can‟t pass in the available space. In addition, all existing
Pavement
curbs that separate the sidewalk from the cars‟ pavement
are fully raised.
The proposed exemption should apply to the disabled themselves or their parents/gaurdians and only they
(except obviously the blind) and pre-registered direct family members and/or employed drivers will be
allowed to drive the vehicle.
Such exemptions are frequently subject to abuse and fraud and their implementation needs to be
accompanied by appropriate diagnostic requirements, identification documentation, enforcement and
sanctions (e.g. criminalisation, automatic impounding and confiscation of vehicle, heavy fines, etc.).
Both public and private parking lots.

MUP&T Draft Final Report [316] October 2010

Thus, we recommend that all new construction and any reconstruction of repair of
existing walkways and sidewalk will take into account the needs for wheelchair passage.
This means that minimum clearance for a wheelchair (90 cm) will be always maintained.
Also, at intersections, the curbs should be lowered to allow easy access for wheelchairs,
as shown in the adjacent picture.
2.4.2 Measures for the Blind

Another group that needs special consideration are the blind for whom crossing roads,
even at intersections, is hazardous. In Maseru City Centre there are several traffic signals
in operation. The Consultant recommends installing acoustic traffic signals at major
intersections. These signals change their sound indicating when it is safe to cross the
street. Such signals are common worldwide when crossing busy streets.

3. Urban Planning and Services for Special Needs Populations

3.1 Services for Special Needs Populations

Given the dearth of specialized services for special needs populations, including the
disabled, there is a need for a comprehensive plan and programme for the development of
services including:
Education (special education schools, special education classes in schools, transportation
for disabled and special needs pupils, enabling access to and in schools, special and
remedial education teacher training, professional support functions as psychologists,
speech therapists, et al, provision for the disabled in tertiary education, etc.);
Health (assorted fields of specialization, assorted specialized institutions and outpatient
facilities, introducing and/or extending professional support functions as
psychologists, physiotherapists, vocational therapists, speech therapists, et al,
enabling access to and in medical facilities, transportation for disabled patients,
training of nursing and support staff, access to medication, provision of prosthetics,
etc.);
Social Welfare Services (as instruction and support for parents and care-givers, specialized
hostels and support services, support in meeting basic needs, etc.);
Community Support Systems;
and more.

In the absence of structured specialized services or even a comprehensive plan minimum

land allocation requirements for such services are defined in the SDF. Specifically
allocation is made for:
Special Education Schools - although these will probably specialize (e.g. retardation,
extreme learning disabilities, physical disabilities as CP, extreme behavioural
dysfunction, etc.) and hence require special bussing, the proposed land reserves are

MUP&T Draft Final Report [317] October 2010

 widely distributed throughout the City on the principle that special need population
belong in all communities and will be hosted by all communities.
Land allocation reserves for other services that may be developed provided for within the
allocations for other services - for example education (special education classes in
main-stream schools), health (in hospitals and clinics) and community and social
welfare facilities.
3.2 Provision for Special Needs Populations in Public Building and Facilities
To meet the needs of the disabled and the elderly, provision needs be made for, inter alia:
Elevators in all public buildings and facilities above the ground floor (or their relocation
to alternative premises) and all multi-storey buildings with 5 floors or more;
Wheelchair (and baby carriage) access to all public buildings and facilities; to all multi-
storey buildings requiring elevators as defined above; and to all shopping and
2
entertainment facilities larger than 200 m ;
Braille on all elevator buttons and both visual and audio floor notification in elevators in
public buildings;
Support railings in stairwells of all multi-storey buildings;
Appropriate seating along pedestrian routes and main road sidewalks;
Support railings for steps and steep sloped pedestrian routes in the public domain;
Appropriate street lighting along all streets and pedestrian routes.

Appropriate instructions are to be included in DPs, SDPs and Rules and Regulations for
the construction and development of high-rise buildings and complexes, construction and
development of roads and pedestrian routes and the development of “green” elements.

MUP&T Draft Final Report [318] October 2010