Research presentation by visiting academic Dr Michael Poku-Boansi, Senior Lecturer at the Department of Planning, KNUST, Kumasi, Ghana and member of the Ghana Institute of Planners (GIP). Abstract: Research indicates that transport services in cities in developing countries are mostly informal and include the use of rickety and low occupancy vehicles such as minibuses, taxis, motorcycles and vans, operated by private groups or individuals. Due to this classification, two schools of thought have emerged. The first suggests that these informal transport service sector operators in most cases operate outside the officially sanctioned public transport sector and as a result should be regarded as nuisance due to its disorganised nature, calling for public intervention and occasional eradication. Given its disorganised nature, informal transport service operators are identified with urban problems including low level of services, high rates of collision and accidents, increased congestion in cities, erratic scheduling and services, inadequate and lack of capacity and evasion of taxes and fees. In contrast, the other school of thought supports and emphasises the critical role these private operators play in meeting the mobility demand of the urban population, as in some jurisdictions (e.g., Ghana, Kenya, and Senegal) provide over 50% of transport services. Public transport service provision in Ghana has undergone several transformations since pre-colonial times, both structured and disorganised development. However, to avoid the gradual decay of public transport service provision in Ghana, the government of Ghana since 2005 has initiated plans to introduce Bus Rapid Transit (BRT) services as a way of improving efficiency in public transport services. The Ghana UTP seeks to among other things to improve mobility within Ghana’s urban centres and to shift to more environmentally-sustainable transport modes and lower transport-related GHG emissions. Although the BRT project is yet to be fully roll out, its implementation is already facing some resistance from the informal public transport operators due to, a large extent, mistrust between the informal public transport operators and the government. The informal public transport operators consider this government intervention (BRT) as a strategy to make their operations inefficient and unpopular among Ghanaians. As a result, previous attempts to implement the project have failed, regardless of the potential benefits of the BRT. The purpose of my research is to explore ways of transition the uncoordinated informal public transport service operations in Ghana into a formal public transport service sector.

1. TOWARDS AN EFFECTIVE
TRANSITIONING OF PUBLIC
TRANSPORT SYSTEM IN GHANA
MICHAEL POKU-BOANSI, PhD
DEPARTMENT OF PLANNING, KWAME NKRUMAH UNIVERSITY OF SCIENCE
AND TECHNOLOGY, KUMASI - GHANA
NOVEMBER 22, 2016
1

2. PRESENTATION
OUTLINE
 Background
 Public Transport Reforms
in Ghana
 Characteristics of Ghana’s
BRT System
 Some Initial Challenges
 Current Research
2

3. BACKGROUND
• Transport service
provision in Ghana has
been termed informal
(Cervero, 2000;
Cervero & Golub, 2007;
Takyi, 1990) and
provided by means
such as minibuses,
taxis, motorcycles and
vans.
• These informal
transport service
operators in most cases
operate outside the 3

4. BACKGROUND
Many see them to be nuisance requiring public intervention
and occasionally, eradication (World Bank, 2000; Gwilliam,
2002; Cervero, 2000; Cervero & Golub, 2007).
High rates of collision and accidents (see Cervero, 2000;
Cervero and Golub, 2007; Kurokawa & Iwata, 2014) and
organisations).
1,800 deaths and 14,500 injuries annually in Ghana (National
Road Safety Commission, 2013); constitute 2.54% of GDP or
about US$436 million (Obeng-Odoom, 2010).
Increased congestion in cities (Poku-Boansi & Adarkwa, 2011;4

5. BACKGROUND
 Low level of services - levels of comfort are low, and the
services are generally viewed as disorderly and unreliable
(Cervero & Golub, 2007; Takyi, 1990; Kwakye & Fourcare,
1998; Adarkwa & Poku-Boansi, 2011).
 Erratic scheduling and services (Cervero & Golub, 2007; Poku-
Boansi & Adarkwa, 2013).
 Inadequate and lack of capacity and evasion of taxes and
fees.
5

6. PUBLIC TRANSPORT REFORMS IN GHANA
GOAL:
80% of all trips in the urban
area should be done through
public Mass Transit Systems.
POLICY VISION:
An affordable, safe and
efficient urban transportation
system that supports the
overall development and
competitiveness of urban
areas.
STRATEGIES:
Provide UPT infrastructure
Provide a decentralized
institutional and regulatory
framework
Empower the private sector
to invest in buses and
transport service provision
Integrate urban
transportation within a
broader urban development
framework
Reorganize individual
operators into business
entities to deliver UPT
6

7. VISION OF PUBLIC
TRANSPORT IN
GAMA BY 2020
Different roles
for big buses,
trotros and
taxis in the
network
SCHEDULED
SERVICES USING
BIG BUSES ON
QUALITY BUS
CORRIDORS
HIGH QUALITY TROTROs &
TAXIS ON FEEDERS
/ COLLECTORS
7

8. Application of “Hub & Spoke” Strategy
Hub – Developed along the existing major Trotro Terminals
Spoke - Existing minor stations and small sized terminals on the roadside or in residential areas
As is
To be
Arterial Bus between Hub
Trotro 1
Trotro 2
Trotro 3
Trotro 4
Trotro 5
Trotro 6
Trotro 7
Trotro 1
Trotro 2
Trotro 3
Trotro 4
Trotro 5
Trotro 6
Trotro 7
Trotro 11
Trotro 12 Trotro 13
Trotro 14
Hub Hub
Spoke Spoke
Transfer
Station
Trotro 8
Trotro 10
Trotro 9
Trotro 2
Trotro 5
Trotro 3
Trotro 4
Trotro 7
Trotro 1
Trotro 6
8

9. THE UNIVERSAL NETWORK
Trotros will continue to provide the role of universal coverage
 Uplifted to higher quality, comfortable service and
improved safety
 Better conditions for both passengers and workers
Customer facilities and support services will be upgraded
 Terminals will be upgraded with better facilities for
passengers
 Properly demarcated bus stopping places along all routes
 Improved passenger information systems
9

10. THE UNIVERSAL NETWORK
All bus and trotro services will operate under permit
 New bus operating companies will be formed, including
from those within the trotro sector who are interested to
do so.
 Bus and trotro operators will be able to attract private
funds and loans to finance renewal of their vehicles.
 Most existing workers will be employees of the new system,
with stability of earnings and conditions.
 All workers will have a higher professional standard and
receive periodic training.
10

11. LINE 1
LINE 3-1
Amasama
n
Ofankor
Sowutuo
m
Kasoa
Kanashie
Sakaman
Circle
37 Lorry
Adenta
Achimota
Madina
Ashaiman
Community
1
ARTERIAL BUS NETWORK PLAN – => 12
LINES (293KM)
11

12. Line Route
Length
(Roundtrip)
Travel Time
(Roundtrip)
Service
Interval
Number of
Vehicles
Line 1 Kasoa ~ Kaneshie ~ CBD 54.8km 170min 3~5min 69
Line 2-1
Amasaman ~ Achimota ~
CBD
42.4km 130min 3~5min 53
Line 2-2 Ofankor~ Achimota ~ CBD 29.2km 90min 3~5min 36
Line 2-3 Ofankor~ Sowutuom~ 46.2km 150min 6~10min 30
Line 3-1
Adenta ~ Madina ~ Airport
CBD
39.2km 120min 6~10min 24
Line 3-2 Madina ~ Airport ~ CBD 33.6km 110min 3~5min 45
Line 4-1 Tema ~ Motorway ~ 78.0km 100min 6~10min 21
Line 4-2
Tema ~ Motorway ~ Airport
CBD
66.2km 140min 3~5min 57
Line 4-3
Ashaiman ~ Tema ~ Labadi
Circle
62.9km 190min 6~10min 39
Line C-1 Ringroad-Circulation 19.8km 60min 3~5min 48
Line C-2 Achimota ~ 37 Lorry ~ 27.3km 85min 6~10min 35
ARTERIAL BUS OPERATION PLAN (481 BUSES)
12

13. Amasaman
Ofankor
Sowutuom
Achimota
SakamanKasoa
Kanashi
e
Circle
37
Lorry
Madina
Adenta
Ashaima
n
Communit
y 1
13 Hub
Terminals11 Transfer
Facilities
HUB TERMINALS & TRANSFER
FACILITIES
13

14. 14

15. THE BRT PLAN - Introduce BRT System (6 routes, 163.7km)
among 12 arterial bus lines
Route1
Route 2
Route 3
Route 4
Route
1
Kasoa to UTC
Route
2
Nsawam road:
Amasaman CMB
Route
3
Independence Avenue/
Liberation Road/Aburi
Road
Route
4
Tema Community
1/Nungua-Teshie Beach
Road/Kwame Nkrumah
Circle
Route
5
Mallam – Motorway
Route
6
Achimota – Labadi
15

16. BRT ROUTE PLAN
No. Routes Serviced by Arterial
Bus Line
Length
(km)
Route 1 Kasoa to UTC Line 1, Line 2-3 27.7
Route 2 Nsawam road: Amasaman CMB Line 2-1, Line 2-2 24.9
Route 3 Independence Avenue/ Liberation
Road/Aburi Road
Line 3-1, Line 3-2 25.0
Route 4 Tema Community 1/Nungua-Teshie
Beach Road/Kwame Nkrumah Circle
Line 4-3, Line C-1, C- 43.8
Route 5 Mallam – Motorway Line 4-1, 4-2 33.7
Route 6 Achimota – Labadi Line C-2 13.2
Total 168.316

17. MANAGEMENT OF THE
NETWORK
Public Transport
Operations
SCHEDULED
BUS SERVICES
ON QUALITY
BUS
CORRIDORS
TROTRO SERVICES
ON FEEDERS
Depots and terminals
Passenger Information
Common ticketing
Data Management
Common Facilities Separate Services
MMDAS/GAPTE
Operating permits etc
MMDAS/GAPTE
Network planning etc
Regulation Service PlanningConstruction /Maintenance
Department of Urban
Roads
17

18. GAPTE AND ITS MANDATE
 Passenger Transport Executive (PTE) established for Accra.
Three (3) strategic areas identified for GAPTE’s operations
 Enable the MMDAs to deliver quality transport for their
combined area
 Act on behalf of the MMDAs, using delegated authority
 Plan and oversee urban transport services for the combined
area (regulation of route and bus transit services and
transport network planning and development services).
 GAPTE is composed of Inter-MMDA Co-ordinating Body for
Public Transport in GAMA (Greater Accra Metropolitan Area).
18

19. GAPTE AND ITS MANDATE
Bye-laws passed and
operational in 2010 in
conformance with Local Govt
Act L.I. 1961
Permit Type A issued for normal
Trotro/Taxi operator Entities
and renewable yearly
Permit issued only to operator
entities not individuals
Register of operators created
with the permitting system
Only permitted operators in
register to benefit from the
opportunities created by the
565 Trotro and Taxi entities
from various Unions registered
in GAMA MMDAs
Comprising 20,935 drivers
39,816 registered vehicles
23 Affected Operators on
Amasaman-Tudu (CMB) Corridor
57 imparted routes
75 imparted route operations
19

20. PILOT BRT SYSTEM - AAYALOLO
 Current Operators transformed into operating Companies
delivering services on the Quality Bus Corridors (QBCs).
 Aayalolo Bus Services is run by three bus companies namely:
Amalgamated Bus Transit Services Limited for Achimota to
Tudu service (Charcoal Colour on the front windshield
with Bus No. written on it).
Accra GPRTU Rapid Bus Transit Company Limited for Ofankor
to Tudu service (Blue Colour on the front windshield
with Bus No. written on it).
Ghana Cooperative Bus Rapid Transit Association for
Amasaman to Tudu service (Green Colour on the front
windshield with Bus No. written on it)
20

21. PILOT BRT SYSTEM - AAYALOLO
 Amasaman to Tudu (GHANA COOPERATIVE BUS RAPID TRANSIT ASSOCIATION)
Semi-fast service taking Expressway
Serving end-to-end movements and the important interchanges at Achimota
and Circle
16 Stops (Inbound and Outbound)
 Ofankor to Tudu (ACCRA GPRTU RAPID BUS TRANSIT COMPANY LIMITED)
Stopping service taking service lane
Serving intermediate demand between Ofankor and Achimota
17 Stops (Inbound) and 16 Stops (Outbound)
 Achimota to Tudu (AMALGAMATED BUS TRANSIT SERVICES LIMITED)
Serving as efficient ‘shuttle’ for the demand interchanging and originating
from Achimota towards Central Accra
12 Stops (Inbound) and 10 Stops (Outbound)
21

22. 22

23. PILOT BRT SYSTEM - AAYALOLO
A zonal fare structure
which allows for
graduation of fares
paid according to
distance travelled is
applicable to the
Aayalolo system.
The fare zones used
are namely:
Zone 1 : Amasaman
to Ofankor
Zone 2: Ofankor to
Achimota
Zone 3: Achimota to 23

24. PILOT BRT SYSTEM - AAYALOLO
Movement within One (1) Zone: y = x
Movement between Two (2) Zones: y = x + 0.67x
Movement between Three (3) Zones: y = x + 1.17x
Movement between Four (4) Zones: y = x + 1.5x
The variable (x) will only be determined by the Ministry of
Transport (MOT) in consultation with transport operators. Currently
pegged at GHS 1.20…..(GHS 1 = £ 0.20)
Zone 1 = 1.20
Zone 2 = 1.20 + 0.67(1.20) = 2.00
Zone 3 = 1.20 + 1.17(1.20) = 2.60
Zone 3 = 1.20 + 1.50(1.20) = 3.00
24

25. PILOT BRT SYSTEM - AAYALOLO
Automatic Fare Collection
System (Electronic Ticketing)
Purchased using the mobile
payment
system…*447*10#.......Telecom
providers are partners……MTN,
TiGO & Airtel).
Point of Sales (POS)
Locations…7 along the
corridor….. Given to the agents
for GHS 4.75 per card….they
sell each for GHS 5.00…each
card is preloaded with a fare
value of GHS 2.90
The bus is equipped with two
Passengers are advised to
ensure that they validate their
cards again before stepping off
the bus at the stop location.
The buses allow for 40 seating
including the driver seat and
room for up to 46 standees for
crush capacity.
GPS system and 3G
communication on board the
buses. space for nursing
mothers with a kinder wagon25

26. SOME INITIAL CHALLENGES
Agitation on the part of some
drivers of the trotro services.
It was also presumed that
drivers receive conflicting
instructions/information from
their Operation Managers.
Unreported incidents (eg.
Scratch on bus).
As per the duties given, buses
did not leave the depot on
 Only 25% of business on
corridor affected
 Existing 77 affected operator
entities transformed into 3
Route Service Companies
(RSCs)
 Threat of loss of livelihoods
 Dynamics surrounding
ownership (non-owner driver
vrs owner drivers)
26

27. MY RESEARCH WORK AT ITS
To explore ways of transition the informal public transport
service provision in Ghana.
The research is examining the restructuring processes in
Ghana’s public transport service industry and their
implication on inclusiveness, secured livelihoods
(employment), sustainability of public transport services and
improved transport services.
The research will help fashioned a suitable approach in the
transition process in Ghana.
27

28. URBAN TRANSPORT
REFORMS
TRANSPORT SYSTEM
(INFORMAL)
Safety issues
Efficiency and
reliability challenges
Capacity challenges
Employment
Institutions
Regulations
Norms and
Culture
Government
Policies
TRANSPORT SYSTEM
(FORMAL BRT)
Improved Safety
Efficient and
reliability system
Improved Capacity
Employment
Institutions
Regulations
Norms and
Culture
Government
Policies
Existing System
Future Improved
Examine how
new reforms
around large
systems emerge
and get retain in
societyLandscape
Niche
28

29. MY RESEARCH WORK AT ITS
Research on transition management usually results in multi-level
perspective [MLP] (Geels, 2000, 2005, 2010; Rotmans et al. 2001).
MLP distinguishes three analytical levels: niches (protected spaces
with flexible actor groups and rules); regimes (stable actor
networks with well-aligned rules within and between different
regimes; and landscape (external environment which cannot be
directly influence by the niche or regime actors).
The dominant regime structure explain incremental change and
path dependence within the socio-technical system.
The ongoing reforms within the urban transport sector in Ghana is
being examined within this framework.
29

30. THANK YOU
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