Transport-Land Use Research Study - Millennium Cities Initiative ...

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The Accra Pilot BRT: Transport-Land Use Research Study Millennium Cities Initiative and Accra Metropolitan Assembly Grieco, M.; Turner, J. and Kwakye, E.A. (1995). “Informal public transport and the woman trader in Accra, Ghana.” Seventh World Conference on Transport Research, Sydney, Australia. Mott McDonald (2010). Resettlement Action Plan: Prepared for the Department of Urban Roads, Ghana. Murty, M.N., Kishore K. Dhavala, M. Ghosh and Rashmi S. (2006). Social Cost-Benefit Analysis of Delhi Metro (Delhi: Institute of Economic Growth Delhi University Enclave). Obeng-Odoom, F. (2009). “Drive left, look right: The political economy of urban transport in Ghana,” International Journal of Urban Sustainable Development, 1 (1), pp. 33-48. Porter, G. (2008). “Transport planning in sub-Saharan Africa II: Putting gender into mobility and transport planning in Africa,” Progress in Development Studies, 8 (3), pp. 281-289. Porter, G. (2010). “Transport planning in sub-Saharan Africa III: The challenges of meeting children and young people‟s mobility and transport needs,” Progress in Development Studies, 10 (2), pp. 169–80. Quarshie, M. (2004). Cycling in Ghana: An In-Depth Study of Accra (Accra, Ghana: Centre for Cycling Expertise). Songsore, J. (2003). Regional Development in Ghana: The Theory and the Reality (Accra, Ghana: Woeli Publishing Services). Tamakloe, E.K. (1993) “Transport: The future of our cities,” Ghana Academy of Arts and Sciences, 30, pp. 31-37. The World Bank (2010). City of Accra, Ghana Consultative Report Card (Washington, DC: World Bank). Informational interviews with representatives from the following organizations: AMA Urban Passenger Transport Unit; Accra Metro Department of Urban Roads; Delin Consult Ltd.; Ghana Urban Transport Project‟s Project Advisory Office; Interim Management Consultants Office, Department of Urban Roads; Town and Country Planning; and The World Bank. Stakeholder meetings with the following organizations/representatives: Society of the Disabled, Ghana; Students and Administrators of Bishop John Clegg Junior High School, Kaneshie; Market Women and Queen, Kaneshie Market; Association of Spare Parts Dealers; Kaneshie /First Light Area Commercial and Business Representatives; and Chairman of the GPRTU. - 44 -
Appendices The Accra Pilot BRT: Transport-Land Use Research Study Millennium Cities Initiative and Accra Metropolitan Assembly Literature Review on Urban Passenger Transport in Accra, Ghana Introduction Transport is part of the daily rhythm of life (Hoyle & Knowles, 1992; Addo, 2005). An efficient transportation system promotes access to amenities and services that are central to the lives of all individuals, like employment, education, health services and leisure (Intikhab et al. 2008). However, myriad challenges confront the urban transport sector in the Ghanaian capital of Accra, thus making transport services inefficient. This study reviews the city‟s transport challenges over time and the interventions to address the challenges. Evolution of Accra’s Transport System The year 1927 marks the genesis of urban passenger transportation in Accra with the operation of 10 Dennis buses by the Municipal authorities of Ghana, then known as the Gold Coast (Boahen, 1975; Addo, 2006). The Road Traffic Ordinance of 1952 (No.55) was then enacted, among others, to establish a licensing authority to register and license drivers and vehicles, and manage and control traffic and cater to other general regulations that relate to motor vehicle usage in the Gold Coast. In post-independent Ghana, this ordinance was replaced by the Local Government Act of 1961 (Act 54) which led to the establishment of the Omnibus Service Authority (OSA) to provide requisite infrastructural facilities such as bus terminals, enclosed workshops and rolling stocks for the movement of passengers and freight in the city (OSA, 1994). The OSA began rendering transport services to the city in 1965 with the use of high-capacity, comfortable, safe, and reliable buses. The buses moved at designated times and stopped at bus stops fitted with sheds to provide passengers some weather protection. Destination signs were embossed on all buses plying on the roads. The OSA‟s workforce was made up of graduates of the National Technical Training Institute at Kaneshie. In the 1980s, the City Express Services (CES) was also set up by the government to provide a complementary service to the public. One unique aspect of CES was the use of colours to indicate function and destination of buses. For instance, red line buses were for city service while blue line and green line buses travelled the center/city periphery and urban-rural/rural-urban service respectively. All buses moved on schedule and fares were generally affordable. Qualified staff (technicians) regional training institutes from across the country administered the services. Buses shared stops with OSA Transport Ltd., and management of the buses was by the State Transport Corporation. According to Finn (2008), a broadly similar model to that of Accra emerged in cities all over Europe, North and South America, Africa, Australia, the Soviet Union and much of Asia during the first half of the 20th - 45 -
Page 1 and 2: The Accra Pilot Bus-Rapid Transit P
Page 3 and 4: Table of Contents The Accra Pilot B
Page 5 and 6: Abbreviations and Acronyms The Accr
Page 7 and 8: The Accra Pilot BRT: Transport-Land
Page 19 and 20: Key Findings The Accra Pilot BRT: T
Page 35 and 36: Conclusion The Accra Pilot BRT: Tra
Page 37 and 38: Recommendations The Accra Pilot BRT
Page 43: References The Accra Pilot BRT: Tra
Page 65 and 66: Land Use Classification Scheme The
Page 67 and 68: Section 6, located behind Kaneshie
Page 69: 1 2 3 1 9 The Accra Pilot BRT: Tran

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