GHANA Ministry of Roads and Transport National Self-Screening Committee (NSSC) Environmental Protection Agency

GHANA

NAMA PROPOSAL ACCRA BUS RAPID TRANSIT PROJECT

Facilitating Implementation and Readiness for Mitigation (FIRM) PROJECT – GHANA

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ACRONYMS ...... 4 SECTION 1: NAMA OVERVIEW ...... 5 1.1 Basic information ...... 5 1.2 Overview of key aspects of NAMA ...... 6 1.2.1 Objectives of proposed NAMA and summary of measures ...... 6 1.2.2 Relevance to national development strategies and sectoral mitigation goals ...... 7 1.2.3 Relevant mitigation initiatives and their synergies with the proposed NAMA ...... 8 1.2.4 Transformational impact and sustainability ...... 9 1.2.5 Investment cost and GHGs emission reduction ...... 9 SECTION 2: NAMA DETAILS ...... 10 2.1 Introduction ...... 10 2.1.1 Overview of national development and climate change policies ...... 10 2.1.2 Current situation in the road transport sector ...... 16 2.2 Scope and objectives of NAMA ...... 20 2.2.1 Analysis of barriers ...... 21 2.3 NAMA Action Plan ...... 23 2.3.1 Detailed activities to implement the BRT ...... 23 2.3.2 Implementation arrangements — roles, responsibilities and institutional arrangements...... 25 2.3.3 Work plan ...... 28 2.4 Estimation of national sustainable development benefits and GHG impacts ...... 29 2.4.1 Baseline scenario — narrative description of baseline situation ...... 29 2.4.2 NAMA scenario — narrative description of situation with the implementation of NAMA ...... 30 2.4.3 Sustainable Development benefits of proposed NAMA ...... 30 2.4.4 Estimation of GHG emission reductions ...... 31 2.4.5 Transformational impact of NAMA and sustainability ...... 36 2.5 Monitoring, reporting and verification ...... 38 2.5.1 Key parameters to assess progress ...... 38 2.5.2 Key parameters to assess sustainable development benefits and GHG emission impacts ...... 38 2.5.3 GHG emissions impacts ...... 39 2.5.4 Monitoring and reporting plan ...... 39 2.6 Financial and non-financial support required ...... 41 2.6.1 Technical and capacity building needs ...... 41 2.6.2 Full cost of implementing the NAMA ...... 42 2.6.3 Financing ...... 42 2.7 Details of NAMA coordinating entity and NAMA approving entity ...... 44 References...... 45

AFOLU Agriculture Forestry and Land Use BRT Bus Rapid Transit CBD Central Business District DVLA Driver and Vehicle Licensing Authority DUR Department of Urban Roads EPA Environmental Protection Agency ERP Economic Recovery Programme EC Energy Commission FIRM Facilitating Implementation and Readiness for Mitigation GPRS Ghana Poverty Reduction Strategy GHG Greenhouse Gas GSGDA Ghana Shared Growth Development Agenda GAPTE Greater Accra Passenger Transport Executive GPRTU Ghana Private Road Transport Union GRTCC Ghana Road Transport Coordination Council GNI Gross National Income GAPTE Greater Accra Passenger Transport Executive GUTP Ghana Urban Transport Project IPPU Industrial Processes and Product Use ITS Intelligent Transport System LEAP Long-range Energy Alternative Planning System LI Legislative Instrument MDA Ministries, Departments and Agencies MMDAs Metropolitan, Municipal and District Assemblies MoFEP Ministry of Finance and Economic Planning MLGRD Ministry of Local Government and Rural Development MESTI Ministry of Environment Science, Technology and Innovation MoEP Ministry of Energy and Power NDPC National Development Planning Commission NAMA Nationally Appropriate Mitigation Action NCCP National Climate Change Policy NDPC National Development Planning Commission NRSC National Road Safety Commission PGER Primary Gross Enrolment Ratio PNER Primary Net Enrolment Ratio PPP Public Private Partnership SCUTA Steering Committee on Urban Transportation in Accra UNEP United Nations Environmental Programme

Title of NAMA : Accra Bus Rapid Transit

Country: Ghana

NAMA Implementation Coordinating Entity: National NAMA approver: National Self-Screening Committee (NSSC)/ Ministry of Roads and Transport Environmental Protection Agency

Name of person(s)/organisation responsible for developing the NAMA proposal: Albert Ahenkan and Daniel Kwabena Twerefou

Sector/Subsector: Transport Sector

Greenhouse Gas covered by the CO2 X CH4 X Action (marked x): N2O X HFCs X

PFCs SF6 NF3

Status of Endorsement by appropriate National Authority:

The connection between traffic congestion, air pollution and road accidents has received much attention in the sustainable development discourse. The current transportation situation in Accra and more specifically on the corridor where the BRT will be implemented is characterized by severe traffic congestion, high accident rates, noise and air pollution, weak implementation of traffic management measures, inadequate facilities for pedestrians and cyclists and poor road safety arrangements, among other problems. Road transport is a major contributor of greenhouse gas (GHG) emissions with detrimental effects on human health and the environment. In Ghana, emissions from the transport sector are the largest emission sources within the energy sector, which contributes about 43% of all emissions (Environmental Protection Agency (EPA)/United Nations Environment Programme (UNEP), 2010). The majority of GHG emissions from the road transport sector in Ghana are CO2 emissions resulting from the combustion of petroleum-based products.

Key parameters that influence GHG emissions are the increasing fuel consumption attributable to increases in vehicular fleet, congestion in the city resulting from heavy vehicular traffic, the use of fuel-inefficient vehicles, poor maintenance of vehicles and poor road networks in the city, among others. Congestion is a major problem on arterial routes with 70 per cent of major roads operating at unacceptable levels (<20 km/h) of service at some time during the day.

The Accra Bus Rapid Transit (BRT) is being proposed as a sectoral measure to improve public transport systems through improvement in efficiency and affordability, reduction in congestion as well as reduction in GHGs emissions in the Central Business District (CBD)-Kasoa transit corridor in Accra. Essentially, the proposed BRT involves coordinated improvements in transit system infrastructure, equipment, operations and technology that give preferential treatment to buses on the CBD-Kasoa transit corridor.

The overall objective of the proposed BRT is to offer fast, comfortable and cost-effective urban mobility for passengers on the CBD-Kasoa transit corridor. Specifically, the proposed BRT seeks to:  Improve mass transport services on the CBD-Kasoa transit corridor  Reduce congestion on urban roads  Reduce GHG emissions  Reduce urban air pollution with its health-related impacts  Create decent job opportunities in the transport sector

The proposed corridor for the BRT extends between Kasoa along Winneba and Graphic Road to the CBD of Accra. The Winneba-Graphic Road corridor is one of the heaviest-used routes in the Accra metropolitan area. Daily traffic volume along the entire Winneba Road is estimated to be about 50,000, while along Graphic Road, daily traffic volume has reached 40,000 (Department of Urban Roads (DUR), 2010). Population projections predict growth of Kasoa and other communities to the west of Accra, which will put additional pressure on these roads (DUR, 2010).

The proposed BRT system is composed of an integrated package of rapid transit elements that create a distinct identity and unique brand to provide an efficient, reliable and safe transport system. It combines stations, buses, exclusive and segregated bus lanes and Intelligent Transport System (ITS) elements into an integrated transit system with a strong brand that evokes a unique identity. Seven main activities that are to be implemented as part of the NAMA include:

 Construction of BRT infrastructure  Traffic engineering management and safety  Installation of ITS  Procurement of buses  Institutional development  Marketing and branding  Monitoring and evaluation

The BRT system provides a significant opportunity for mitigating GHG emissions through the use of new energy-efficient buses that are climate friendly compared to obsolete buses, light vehicles popularly known as tro tro and taxis that are currently used on the corridor. Specifically, the corridor is used by old, inefficient and smaller vehicles that emit a lot of GHGs. With the substitution of these vehicles with efficient buses as well as the development of a complete BRT system, it is envisaged that GHGs that are emitted by these vehicles will be reduced through improvement in technology, consequently ensuring efficiency.

The proposed BRT is directly in line with the sustainable development strategies of the country as well as the goals of the transport sector. The main framework that guides the implementation of Ghana’s sustainable development agenda is the Ghana Shared Growth Development Agenda (GSGDA) II, which has climate change mainstreamed and formulated to ensure continued pursuit of macroeconomic stability and the sustainable exploitation of the country’s natural resources that will propel it into full middle-income status by 2020. Key strategies identified in the GSGDA II that affect climate change mitigation include the promotion of energy efficiency in all aspects of life; improvement in transport services and facilities; promotion of sustainable forest management and implementation of forest governance initiatives; education and efficient management practices; improvement in waste management mechanisms and the development of a long-term national low- carbon-growth approach towards sustainable development.

As elaborated by the document, the priority policy interventions in the sector over the medium-term will aim to:

 Establish Ghana as a transportation hub for the West African sub-region  Create and sustain an efficient and effective transport system that meets user need, integrating land use, transport planning, development planning and service provision  Create an appropriate environment for private-sector participation in the delivery of transport infrastructure  Ensure sustainable development and management of the transport sector, including the development of an adequate skilled human resource base. (National Development Planning Commission (NDPC), 2014, p. 98)

One of the strategies outlined by the GSGDA II in the area of road transport is to “promote road-based mass transport systems, including accelerated implementation of BRT under the Ghana Urban Transport Project (GUTP)”. The document in various sections has also highlighted the benefits of BRT to include improved fuel economy, reduction in health problems associated with the emissions reduction, especially in the CBD, ensuring social justice through the provision of fast, reliable, economic and dependable transport for all manner of persons, especially the vulnerable.

Some policies and strategies have been put in place to promote sustainable transport systems and the development of BRT by the transport sector: the National Transport Policy (2008), which provides the blueprint for the use of aviation, maritime and inland-water transport, railways, roads, pipeline, non-motorised transport as well as intermodalism; the Transport Sector Medium-term Development Plan (2012–2014) that guides the implementation of the policy as well as the Urban Transport Policy developed out of the National Road Sector Policy, which drives mass transit in Ghana, all support the development of BRT along major corridors.

In addition, the Legislative Instrument (LI) 2180 aims to reduce emissions from the road transport sector even though it does not set standards on emissions levels and regulate the use of Liquefied Petroleum Gas and Compressed Natural Gas in cars. From the foregoing, it is evident that the proposed NAMA is in line with the national sustainable development strategies and sectoral mitigation goals.

The proposed BRT will contribute to national sustainable development objectives in diverse ways through the provision of access to an affordable, reliable and timely public transport system, with shorter waiting times. Socially, it will provide lower-income groups more access to public services and economic opportunities. It will also save passengers travel time, through reduction in congestion along the BRT corridor, given that the buses will be allowed to operate at increased average speeds. Economically, the BRT system will significantly rationalize the cost of bus service provision in Accra since improvement in efficiency may translate into low cost to passengers on the corridor, which may have positive cost impacts on other routes. The BRT will also generate a considerable amount of temporary employment at the construction stage, sustainable employment opportunities at the implementation stage for bus conductors, service inspectors, mechanics and ticket vendors as well as encourage entrepreneurial activities by sub-contracting works such as cleaning, pavement maintenance, painting, etc. As already discussed, the transport sector is a major source of GHG emissions that are responsible for climate change. The proposed BRT will use low-carbon-emission buses and therefore will lead to considerable GHGs emissions reduction, which will help mitigate the impact of climate change.

There are a number of mitigation activities that are relevant to the proposed BRT. These include a national programme for the modernisation of the vehicular fleet, the ban of overage imported used cars, improvement in driver and vehicular licensing procedures and more recently the introduction of vehicular emission standards. While the national programme for the modernisation of vehicular fleet aims to facilitate financing for mainly commercial vehicle operators to acquire new vehicles that are more environmentally friendly, the ban of overage imported used vehicles aims to restrict used cars that are more than 10 years old and emit a lot of GHGs. Individuals who import such cars are made to pay penalties. The national programme of improvement in driver and vehicular licensing

procedures aims to restructure the procedures for licensing drivers and vehicles, which had many problems. In line with streamlining the licensing of vehicles, a legislative instrument is being considered that will allow the enforcement of vehicular emission standards.

One core objective of the national programme for the modernisation of the vehicular fleet and the ban of overage imported used cars is to reduce GHG emissions. This objective is in line with the objectives of the proposed BRT, and the coordination of this objective will be ensured since all the activities are housed and coordinated by the MoT.

The improvement in driver and vehicle licensing procedures and vehicular emission standards are two activities implemented by the Driver and Vehicle Licensing Authority (DVLA). It is envisaged that drivers of the BRT system as well as the buses will be certified by the DVLA and therefore there will be coordination and synergies between the proposed BRT and the two activities.

The proposed BRT will provide a cost-effective means of offering fast, efficient, convenient and comfortable urban transport services to many inhabitants of the capital city. Such a system has never been seen in Ghana. Thus, it will completely transform not only transport business but also many activities on the corridor. The use of ITS will regulate the arrival and departure time of buses while established procedures will allow both drivers and passengers to know their rights and responsibilities. In short, the BRT will ultimately transform urban transport services on that corridor, which will have positive impacts on urban transport service provisions in other corridors and the country at large.

The sustainability of the proposed BRT is guaranteed by government support, its demand-driven nature and the use of Public Private Partnership (PPP) in the implementation of the project. As earlier discussed, the government has a keen interest in the development of the BRT and has articulated this in both the national strategy and the sectoral plans. We envisage the government to facilitate the funding of the infrastructural component through loans and grants and the maintenance of the infrastructure through normal budgetary support. The challenge lies in the funding and maintenance of the buses. Here we believe the PPP and the demand-driven nature of the proposed BRT will ensure its sustainability. Specifically, the demand for transport service on the corridor is quite high, and the quasi monopoly that will be given to the proposed BRT on the corridor, as well as improved traffic management, improved standards of vehicle maintenance, improved legal and institutional structures necessary to support long-term implementation of an integrated urban transport reform program, among other measures, would enable a reasonable rate of return on investment in the buses, which will ensure sustainability of proposed BRT.

The total investment cost for the proposed BRT is about $102 million. Of this amount, the Government of Ghana will finance the marketing, branding, monitoring and evaluation component of the BRT project, which amounts to about $2 million through in-cash and in-kind support, and facilitate private operators to obtain a loan of about $4.4 million from the domestic financial sector to finance the purchase of some of the buses. Financing for infrastructure development — traffic engineering and construction of bus depots, which amounts to about $75 million, as well as funds to finance the procurement of the remaining buses, which amounts to about $6.6 million — will come from international sources in the form of grants and loans. In addition, we expect technical

assistance of about $14 million to undertake training and capacity development and institutional strengthening. The total GHG emission savings from the proposed BRT will amount to about 728,131 tCO2e by 2040.

Ghana’s economy has picked up since the implementation of the Economic Recovery programme (ERP) in 1983, largely as a result of political stability, strong global demand for key export commodities like minerals and cash crops such as cocoa, and good governance, even though the gains made are quite fragile due to weak domestic value addition, poor savings and the vulnerability of the country to external shocks.

The average annual Gross Domestic Product (GDP) growth rate has improved from about 4.3 per cent between 1990 and 1999 to about 7.2 per cent between 2001-2013, reaching an all- time high of 14.4 per cent in 2011, largely attributed to the oil discovery in 2007, with production starting in late 2010. Rebasing of GDP from 1993 to 2006 enabled per capita GDP to increase from $1,067 in 2000 to $1,652 in 2011, putting the country in the lower middle-income category and creating a structural change in the economy in which the service sector is the largest contributor to the economy followed by the industrial and agricultural sectors.

The challenge currently facing the country is how to raise the economic growth rate and sustain it over the extended period of time required for sustainable poverty reduction — by ensuring macroeconomic stability, avoiding budget overruns, reducing the high wage bill and inflation, controlling devaluation of the cedi, increasing production through industrialization and value addition, transforming the informal sector, promoting local content policies, reinvesting wealth from extractive industries into other activities as well as the development of the value chain across all sectors.

In the area of health, the country has made efforts to improve many of the health indicators such as the fertility rate, life expectancy at birth, the infant mortality rate, and the maternal mortality rate, among others. With regards to education, literacy among adults aged 15 and above has increased from about 57.9 per cent in 2000 to 71.5 per cent in 2010. Overall, the Total Primary Gross Enrolment Ratio (PGER) increased from about 86.0 per cent in 2000 to about 108.8 per cent in 2013 while the Total Primary Net Enrolment Ratio (PNER) improved from about 64.9 per cent in 2000 to about 87.1 per cent in 2013. Secondary and tertiary enrolment ratios, in line with the primary enrolment ratios, have increased while the gender gap that was in favour of females has also improved.

Even though Ghana has made some effort to reduce poverty over the years, the same cannot be said about bridging inequality. While poverty measured by the headcount ratio has fallen from 51.7 per cent in 1992 to about 28.5 per cent in 2006, inequality measured by the Gini coefficient has increased from about 35.3 per cent in 1992 to about 39.4 per cent in 2005/06. A major challenge facing the country is unemployment, which increased from about 4.7 per cent in 1992 to about 10.4 per cent in 2013.

With regard to the environmental dimension of sustainable development, the picture is not very encouraging because many of the environmental indicators are deteriorating due largely to an inadequate focus on the topic. Climatic variability and change is being observed in Ghana and has had a net adverse economic impact as elaborated by various EPA policy briefs. With the country losing 1.68 per cent of forest cover annually, deforestation can be considered a major problem. Ghana’s current pattern of development puts a lot of stress on the environment. The total economic cost of poor environmental management and sanitation is over 10 per cent of GDP (Ministry of Environment Science and Technology (MEST), 2011), which is not sustainable.

Since 2000, the country has fully implemented four development strategies — Ghana Poverty Reduction Strategy I (GPRS I, 2003-2005), Growth and Poverty Reduction Strategy Paper (GPRS II, 2006-2009), the Ghana Shared Growth and Development Agenda I (GSGDA I, 2010-2013) and currently the GSGDA II, expected to be implemented from 2014 to 2017. While all these strategies mainstreamed environment, the GSGDAs took additional steps to mainstream climate change adaptation and mitigation in all the activities. The GSGDA II, building on its predecessor, has expanded climate change issues and emphasized the development of measures to practically mainstream climate change into all programmes and projects.

The GSGDA II was formulated to ensure continued pursuit of macroeconomic stability and the sustainable exploitation of the country’s natural resource endowments that will propel it into full middle-income status by 2020 with a per capita income of $3,000. The document acknowledges that climate change is a major challenge that has the ability not only to erode the modest development gains made over the past two decades but also hinders further growth and sustainable development. Key strategies identified in the GSGDA II that affect climate change mitigation include the promotion of energy efficiency in all aspects of life; improvement in transport services and facilities; promotion of sustainable forest management and implementation of forest governance initiatives; education and efficient management practices; improvement in waste management mechanisms, among others.

Trends in Total GHG emissions by type in Ghana

Over the past two decades, Figure 1: Trends in Total emissions by type of gas (TgCO2e) Ghana’s GHG emissions have risen from about 50 TgCO2e in 70.00 1990 to about 57 TgCO2e in the year 2012. Figure 1 shows 60.00 that the increase in total GHG 50.00 emissions is driven mainly, by rising CO2 emissions which 40.00 increased from about -1.1 30.00 TgCO2e in 1990 to about 14.81 TgCO2e TgCO2e in 2012. Even though 20.00 CH4 and N2O are the highest in terms of absolute emissions, 10.00 emissions of these gases have 0.00 relatively decreased from about 21.6 TgCO2e and 27.7 -10.00 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 TgCO2e in 1990 to 19.4 Total CO2 CH4 N20 PFCs TgCO2e and 22.7 TgCO2e in 2012, respectively. PFCs, which are the least contributor to GHGs, also registered a decrease from about 0.5 TgCO2e in 1990 to about 0.1 TgCO2e in 2012.

Overall, the share of emissions from CH4 and N2O in total emissions has been falling while that of CO2 has been increasing. This suggests that measures that are being implemented to reduce CH4 and N2O must be enhanced while more measures should be put in place to reduce CO2 emmisions.

Trends in total GHG emissions by sector

With regard to trends in sectoral Figure 2: Trends in emissions by Sector distribution of emissions, it can be observed from figure 2 that the 50.0 Agriculture, Forestry and Land Use (AFOLU) sectors are the major 40.0 drivers of CO2 emissions in the 30.0 country, followed by the energy, waste and Industrial Processes and 20.0 Product Use (IPPU) sectors. While 10.0 emissions from the AFOLU sector is 0.0 decreasing, those of the energy, waste and IPPU sectors are increasing. Specifically, emissions Energy IPPU AFOLU Waste from the AFOLU sector have decreased from about 44.2 TgCO2e in 1990 to about 38.6 TgCO2e in 2012 while those from the energy, waste and IPPU have increased from 3.5, 1.3 and 0.3 TgCO2e in 1990 to about13.5, 4.5 and 0.3 TgCO2e in 2012, respectively. Increased GHG emissions in the energy sector can be attributed to inefficient and ineffective transportation systems and energy generation.

GHG Projections

Various models have been used to project resource demand and corresponding emissions for the energy, forestry and agriculture and waste sectors, all pointing to the fact that GHGs will increase if nothing is done. In the energy sector, it is estimated that final energy demand by type of fuel will increase from about 274.7 million Gj in 2010 to about 1,273.7 million Gj in 2040 with almost all the different fuel types recording increases in demand. In terms of sectoral distribution, the share of household demand in final energy demand will decrease from about 52.7 per cent in 2010 to about 18.4 per cent in 2040 while that of the transport and industrial sector will increase from about 28.9 per cent and 13.8 per cent in 2010 to about 46.9 per cent and 27.5 per cent in 2040, respectively. The other three sectors — Valco, commerce and service and agriculture, will consume only 7.2 per cent of energy in 2040. Overall, GHG emissions from the consumption of final energy will increase from about 7.1 MtCO2e in 2010 to about 62.0 MtCO2e in 2040 largely driven by growth in Non Biogenic CO2 emissions.

Various sectors have also formulated policies, legislation and measures that have direct and indirect implications on climate change mitigation and adaptation. Table 1 summarises policies, legislation and measures formulated by various Ministries, Departments and Agencies (MDAs) that affect climate change.

Table 1: Climate Change related Policies, Legislation and Measures

Sector/Mi Policy Comments nistry Ministry National Policy Legislation/ Mobilising public and private financing to of Finance on Public Private Measures/Instruments support infrastructure and service delivery and Partnership Economic National Budget Local Act Guide Metropolitan, Municipal and District Planning Guidelines (Act 462) Assemblies (MMDAs) in budgeting for climate (MoFEP) change activities in their annual budgets Environmental 15 per cent environmental tax Mobilise funds at the national level to support Fiscal Reform on plastics with exemption on proper waste disposal Program pharmaceutical and agricultural sectors Ghana Green Funds Raise additional resources to support climate change programmes in Ghana National Decentralise National Development Relevant to mainstreaming of climate change Developm Planning system Planning System Act (Act 480) to national, sector and district medium-term ent plans Planning Commissi on (NDPC) Ministry National Climate Framework for addressing climate change. of Change Policy Complete effort of NDPC to facilitate Environm mainstreaming of climate change ent, National Framework for addressing environment. Science, Environment Complete effort of NDPC to facilitate Technolog Policy mainstreaming of environment. y and Environmental Environmental Assessment Addressing climate change issues at the Innovatio Assessment Regulations (Legislative project level through licensing and other n (MESTI) Instrument (LI) 1652, 199) instruments. Akoben Environmental Protection Performance and disclosure rating system for Agency Act, Act 490 industry, mining and oil marketing companies. Ministry Energy Policy Renewable Energy Act Provide framework for renewable energy

of Energy Feed-in-tariff scheme promotion. and Renewable energy fund Petroleum National Energy Fund Funding for energy research and seed capital (MoEP) for development of renewable systems Energy Efficiency Standards Obligation to display a label that indicates the and Labelling Regulations, energy efficiency rating of the product before 2005 (LI 1815), the first retail sale. It is an offence under LI 1815 to import, display for sale or sell air Energy Efficiency Standards conditioners and compact fluorescent lamps in And Labelling (Household Ghana unless they meet the minimum Refrigerating Appliances) performance standards and are properly Regulations, 2009 (LI 1958) labeled. Energy Efficiency Regulations, Prohibition of manufacture, sale or 2008 (LI 1932) importation of incandescent filament lamp, used refrigerators, used refrigerator-freezers, used freezers and used air conditioners Na Automatic utility and Phasing out subsidies on utility and petroleum tional petroleum price formulae products Petroleum Authority Ministry National 10-year overage vehicle Disincentive/penalty for importing overage of Transport Policy importation tax vehicles Transport Annual road worthy Yearly physical inspection of vehicles before certification for all vehicles road worthy certification is issued Motor emission standards Proposed standards for mobile and stationery engine emissions and fuel economy Forestry National Forest Stumpage fees Surcharge on timber and Wildlife Annual allowable cuts Cut off threshold of volumes of timber Policy harvested every year Ban on chainsaw operations Timber certification Implementation of Timber Certification through the Voluntary Partnership Agreement with the European Union Waste National Managem Environmental ent Sanitation Strategy and Action Plan Manufact Environmental Assessment Promotion of cleaner production uring Regulations (L1 1652, 199) industry Environmental Protection Agency Act, Act 490

These policies, legislation, programmes and measures have guided the implementation of climate change activities and indicate the commitment of the Ghana Government to tackle the issues of climate change. Evidently, the implementation of the proposed BRT will considerably add up to government efforts in climate change mitigation.

As depicted in Figure 3: Institutional Framework for climate change mitigation and adaptation figure 3, there is a specific Office of President/Cabinet Parliamentary Select Committee institutional Environment & Natural Resource Advisory Council framework for the (ENRAC) implementation Strategic level institutions of climate change Core (development authorities) - NDPC mitigation and Sector policy formulation and coordination Core budgeting coordination institutions - MESTI institutions - MoF adaptation Planning, Budgeting and Overall Coordination programmes and

Research & Knowledge (Re)formulation projects in Ghana. Development M & E (NDPC) Generation and Planning

The framework GHG, Mitigation, Adaptation and Support MRV institutions reflected the roles Relevant Private sector institutions & Monitoring & Coordination Institutions Civil Society Organizations International reporting extensive Evaluation (NCCC) Development Partners that various Stakeholders Public Institution National Communications consultation Knowledge community institutions are Biennial Update reports playing in the Monitoring and Evaluation Institutions Budgeting & planning and Implementation

Ministries, Department and Agencies Institutions. Municipal, Metropolitan, District implementation Private sector and E.g. Energy, Transport, Waste, Environment, Housing & Assemblies Businesses of climate change Infrastructure, Forestry, Industry and Agriculture (Local Government Authorities) Institutions for mobilizing investments for Climate Change Institutions for sectoral coordination and harmonization mitigation actions of climate change actions in Ghana. The Implementation Institutions strategic level institutions are the Office of the President, Parliamentary Select Committee on the Environment and the Environment and Natural Resource Advisory Council.

At the planning, budgeting and overall coordination level, the NDPC, MESTI and MoFEP are the main national institutions responsible for sustainable development, and consequently the implementation of climate change activities. The NDPC has oversight responsibilities for the preparation, coordination, implementation and monitoring of the national medium-term plans and strategic plans prepared by the Metropolitan, Municipal and District Assemblies (MMDAs) and the MDAs. Accordingly, it works with them to ensure that climate change is well integrated into national development planning and budgeting processes. MESTI is responsible for policy issues and exercises supervisory authority over six statutory bodies charged with the responsibility for the implementation of policies in the areas of environment and science.

The EPA is the main implementing agency directly responsible for dealing with matters concerning environmental management and protection. The agency is a corporate body and a legal entity, which can sue and be sued. It has legal powers to sanction institutions and individuals who violate any environmental legislation. It is responsible for initiating action on environmental legislation, and sees to the enforcement of these laws. The Agency also advises the MESTI on environmental issues.

Overall, there are planning structures, budgeting structures, monitoring and evaluation structures, institutions and extensive stakeholders whose actions are being coordinated by the National Climate Change Committee. This forms the main institutional structure for the implementation of climate change activities in Ghana.

It is well known that an efficient transport system is an important intermediary input to the production process in diverse ways such as the direct provision of transport service to almost all other sectors — agricultural, health and education.

In Ghana, both passenger and freight transport are undertaken mainly by road. One estimate by the AfDB (1994) shows that road transport compared to other transport modes such as rail, water and air transports handles about 97% and 94% of road passenger and freight transport, respectively. In addition, many Ghanaians use private cars that are more energy inefficient in terms of per passenger kilometers covered than buses. A study by Akoena and Twerefou (2002) revealed that light vehicles and buses covered 59,654 million passenger–kilometers but consumed 356 thousand tons of oil equivalent, while taxis and private cars covered 13,786 million passenger-kilometers but consumed about 537 tons of oil equivalent in Ghana. Additionally, these energy inefficient modes of road transport are powered with fuel that is mainly imported with scarce foreign currency. Poor combustion from these inefficient vehicles has rendered many urban centers highly polluted. It is therefore imperative to look at ways to improve road transport fuel efficiency and consumption.

The transport and storage Figure 4: Growth and contribution of service and transport and sub-sector, the leading sub- storage sub sector to GDP sector under the services sector, has contributed on the 60 51.1 average about 11.5 per cent 48.8 50.2 48.6 49.2 49.1 50 to GDP compared to a 50 contribution of about 49.5 40 per cent of the overall service over the same period though 30 its share is generally 20 13.2 13.1 11.4 10.5 10.6 10.1 11.310.2 decreasing. 7.79.2 8 9.88 9.4 9.8 10 5.6 3.8 4.4 3.3 Growth in the transport and 0 storage sector compared to 2006 2007 2008 2009 2010 2011 2012 the service sector as a whole Service contrib. to GDP Transport/Storage contrib. to GDP suggests that other sub- Service growth Transport/Storage growth sectors under the service sector are growing much higher than transport and storage. That is why investments in the sector are quite imperative.

Despite the transport sector’s contribution to the economic growth of the country, service delivery remains inadequate, ineffective, costly and inefficient in terms of energy consumption, especially in urban areas. Urban transport services are characterized by congestion due to the lack of road capacity, poor quality of service delivery, high exposure to road accidents, long commuting times, journey delays, lengthy waiting times, use of small vehicles for long-distance transportation, poor

planning and control procedures, poor vehicle maintenance culture and driver behavior, indiscriminate parking, among others problems. The problem is being compounded by rapid urbanization due mainly to migration from rural areas.

Through the GSGDA II, the Government of Ghana has highlighted its plan for the development of the transport sector by outlining infrastructure and human settlement development as one of the main pillars for achieving its medium-term objectives. As elaborated by the document, priority policy interventions in the sector will aim to:

 Establish Ghana as a transportation hub for the West African sub-region  Create and sustain an efficient and effective transport system that meets user needs  Integrate land use, transport planning, development planning and service provision  Create an appropriate environment for private-sector participation in the delivery of transport infrastructure  Ensure sustainable development and management of the transport sector, including the development of adequate skilled human resource base. (NDPC, 2014, p. 98)

A major strategic intervention to address the existing infrastructure gap in the sector is the introduction of Public Private Partnership (PPP) strategies to bring private-sector resources, energy and expertise to the provision and management of transport. To create and sustain an efficient and effective transport system, medium-term strategies to be implemented that would positively impact the proposed BRT include:

 Improve accessibility to key centres of population, production and tourism  Promote road-based mass transport systems, including accelerated implementation of BRT under the Ghana Urban Transport Project (GUTP)  Improve and develop physical infrastructure across all modes of transport  Mainstream climate change into the transport sector  Ensure the implementation of a comprehensive and integrated transport policy, governance and institutional framework  Accelerate the implementation of Urban Transport Policy  Explore PPP options for investment in transport infrastructure and services and accelerate the implementation of the transport infrastructure component of the Public Investment Program  Develop appropriate principles of market regulation in the delivery of transport services  Improve the capacity of local contractors and consultants  Enhance policy formulation and coordination capacity to embrace the wider policy framework  Implement existing recommendations for institutional reform and strengthening in the transport sector  Develop the institutional and regulatory arrangements for ensuring the most effective and efficient movement of freight and passengers to and within Ghana  Ensure the planning of intermodal facilities into our transport system (NDPC, 2014)

There are two main Ministries that deal with transport — the Ministry of Transport (MoT) and the Ministry of Roads and Highways. The MoT was established by integrating the functions of the erstwhile Ministry of Aviation, Harbours and Railways and the Road Transport Services in 2009, and is responsible for formulating policies on rail, aviation, maritime and road transport infrastructure and operations. The Ministry has four sub sectors — Civil Aviation, Road Transport, Rail and Maritime — with each having its own departments and agencies. In effect, the MoT has oversight responsibility for all aspects of the transport

sector except road infrastructure, which is the responsibility of the Ministry of Roads and Highways, whose oversight responsibility includes Ghana Highways Authority, Ghana Road Fund Board, Department of Urban Roads (DUR) and Department of Feeder Roads.

Specifically the MoT focuses on the following core functions:

 Transport sector policy formulation and coordination  Sector governance (policy, finance, regulations, capacity)  Oversight responsibility for sector agencies  Sector performance management, monitoring, evaluation and reporting  Sector development, promotion and enabling measures, including research and public information  Coordinating and integrating sector plans and strategies, including integration with other sector ministries

The Ministry has 16 modal agencies with the key one in the Road Transport being the Driver and Vehicle Licensing Authority (DVLA), which is responsible for regulating drivers and road vehicles; the National Road Safety Commission (NRSC), which works with other regulators to promote road safety; the Government Technical Training Centre, which is responsible for providing training in trade and technical skills suitable for use in the transport sector; the Metro Mass Transit Ltd, which is responsible for providing bus passenger services; and the Intercity State Transport Company Coaches Ltd, which is responsible for providing inter-city coach passenger services. Each of the agencies is established by law with its own governing board and reporting procedures.

The National Transport Policy (2008) provides the blueprint for the use of aviation, maritime and inland-water transport, railways, roads, pipeline, non-motorised transport as well as intermodalism. The policy aims to promote fuel efficiency, conservation and pollution control measures. The policies have been arranged under seven long-term transport sector objectives as follows:

 Establish Ghana as a transportation hub for the West African Sub-Region  Create an accessible, affordable, reliable, effective and efficient transport system that meets user needs  Integrate land use, transport planning, development planning and service provision  Create a vibrant investment and performance-based management environment that maximizes benefits for public- and private-sector investors  Develop and implement comprehensive and integrated policy, governance and institutional frameworks  Ensure sustainable development in the transport sector  Develop adequate human resources and apply new technology

Key strategies to achieve these objectives have been outlined in the policy and coincide with the transport sector strategies in the GSGDA II.

In line with the policy, a Sector Medium-term Development Plan (2012–2014) has been developed to guide implementation. The policy and plan provide clear information on all transport modes together with implementation plans.

The Urban Transport Policy, which developed out of the National Road Sector Policy, is the main driver of mass transit in Ghana. There is currently an urban transport project that aims to modernise transport service delivery in Ghana’s urban centers. One major component of the urban transport

project is the development of the Central Busines District (CBD)-Kasoa BRT, which is envisaged to be a radial arterial route running from the outskirts of Accra to the CBD and expected to service over 12,000 peak-hour passenger journeys per direction of travel with bus frequencies of 120 buses per hour at peak periods using new large buses. The Legislative Instrument 2180 also touches on reducing emissions from road transport, though it does not set standards on emissions levels. It also seeks to regulate the use of Liquified Petroleum Gas (LPG) and Compressed Natural Gas (CNG) in cars.

In summary, the implementation of the proposed BRT is in line with the implementation of the national sustainable development strategy and the goals of the transport sector.

Table 2: Contribution of Basket of Gases to the National Emission (TgCO2e), 2012

Sectors/ Sub-sectors CO2 CH4 N20 PFC Total Share (%) 1. All Energy (combustion & fugitive) 12.59 0.64 0.27 0 13.51 24.2 Stationery energy combustion 6.29 0.60 0.15 0.0 7.0 12.5% Transport 6.30 0.04 0.12 0.0 6.5 11.7% Fugitive emission 0.00 0.00 6E-06 0.0 0.0 0% 2. Industrial Process & Product Use 0.35 19.95 21.975 0.11 42.39 75.8% 3. Waste 0.00 0.00 0.00 0.0 0.0 0% Total emissions (excluding AFOLU) 12.95 20.59 22.25 0.11 55.91 100.0% Table 2 provides information on the contribution of basket of gases to national emissions for the year 2012 without emissions from the AFOLU. From the table, it can be seen that emissions from the energy sector constituted about 24.2 per cent of all emissions, of which the transport sector contributes about 48.3 per cent. In terms of emissions by gases, carbon dioxide is the main gas emitted from the transport sector, constituting about 97 per cent of all emissions, with CH4 and N20 being the other gases. This suggests that mitigation efforts should be focused more on carbon dioxide and to a lesser extent on methane.

In general, overall Figure 5: GHG emission projection emissions from the energy sector are attributed to the use of oil for power generation, increasing fuel consumption and poor fuel efficiency in the road transport sector.

Projections of emissions growth using the Long-range Energy Alternative Planning (LEAP) tool indicate that, overall, emissions from the transport sector will increase from about 5.8 MtCO2e in 2010 to about 48.9 MtCO2e in 2040. Passenger and freight road transport is expected to drive the growth by increasing from about 5.5 MtCO2e in 2010 to about 39.3 MtCO2e in 2040.

Some strategies have been put in place to reduce emissions in the sector. A penalty has been imposed on imported, overage (more than 10 years) used vehicles, which are less efficient in terms of fuel consumption, and there has been a shift from the use of leaded to unleaded fuel. Also, an integrated transport plan has been developed and is awaiting implementation. In addition, plans are far advanced for the implementation of a vehicle emission-control programme in the country.

The Government of Ghana has recognised the importance of urban transport to development and is implementing the Urban Transport Programme, which has the following major outputs: develop and resource Urban Passenger Transport Units (UPTU) in participating MMDAs; facilitate for participating MMDAs to pass urban transport by-laws; facilitating for participating MMDAs to begin registering bus services and issue route licenses; set up a Centre for Urban Transportation; create Offered Route Service Contracts on a competitive procurement basis on pilot routes; facilitate the formation of bus companies by a group of current operators to bid for route licenses; completed a public transport and BRT options study for the greater Kumasi Metropolitan Area; completed a number of intersections and traffic management improvements in the participating MMDA; complete a traffic signal management system, including the development of a central control center for Accra and Kumasi; develop and operate a pilot BRT corridor in Accra.

To varying degrees, many of these outputs are being achieved. One component that has not seen a lot of practical improvement and remains a major challenge is the development and operation of a BRT corridor in Accra. It is for this reason that the BRT NAMA is being proposed. The corridor for the proposed BRT will extend from Kasoa through Graphic Road to the CBD. This corridor is one of the most heavily used routes in the Accra metropolitan area. Daily traffic volume along the length of Winneba Road is estimated to reach 50,000, while daily traffic volume has reached 40,000 (DUR, 2010) along Graphic Road. Population projections predict that the growth of Kasoa and other communities to the west of Accra will put additional pressure on these roads (DUR, 2010). Along the proposed BRT corridor (Kasoa-Accra), public transport vehicles (low-occupancy vehicles popularly known as tro tros and buses) account for about one-third of vehicles on the road space, but carry the majority share of passengers. The situation causes congestion, reduces air quality and increases emission of GHG gases. Considerable opportunities exist to improve efficiency in the transport sector in Ghana through a shift from the existing old, low-occupancy and high-CO2 emission vehicles (taxis and tro tros) to new high-occupancy and low CO2 emission vehicles (buses). This BRT is therefore being proposed as a sectoral measure for improving existing public transport systems and reducing GHG emissions in the capital city of Ghana, Accra.

Objectives of the BRT The overall objective of the BRT is to offer fast, comfortable and cost-effective urban mobility for passengers on the CBD-Kasoa transit corridor that is climate compliant. Specifically, the BRT seeks to:  Improve mass transport services in the CBD-Kasoa transit corridor  Reduce congestion on urban roads  Reduce urban air pollution with health-related impacts  Create decent job opportunities in the transport sector  Reduce GHG emissions

Main source of GHG emissions that would be reduced through the implementation of BRT

The majority of GHG emissions from the transport sector are CO2 emissions resulting from the combustion of petroleum-based products. Relatively small amounts of methane (CH4) and nitrous oxide (N2O) are emitted during fuel combustion. In addition, a small amount of hydrofluorocarbon (HFC) emissions are emitted in the transport sector resulting from the use of mobile air conditioners and refrigerated transport.

The proposed BRT system provides a significant opportunity for mitigating GHG emissions through the use of efficient buses that are climate friendly compared to the old buses, light vehicles and taxis that are used on the corridor. Specifically, the corridor is currently used by old, inefficient and smaller vehicles that emit significant GHGs. With the substitution of these vehicles with efficient buses, GHG emissions will be reduced through improvement in technology and increased efficiency.

Existing legal, policy, institutional and regulatory framework that support BRT

The Government of Ghana recognises that the challenges in the transport sector will worsen without intervention, especially given the continued population growth in urban areas. As such, some legal, policy, institutional and regulatory frameworks have been developed to ensure that these challenges are surmounted. As discussed in Section 2.1.1, the GSGDA II, The National Transport Policy (2008), Ghana Urban Transport Project and the Road Traffic Regulation (LI 2180), among other policies, stress the need to accelerate the development of the BRT system in Ghana to create and sustain an efficient, effective, fast, safe, reliable and low-carbon-emission transport system. In addition, an institutional framework for climate change mitigation and adaptation has been established in which the MoT, the key implementer of this NAMA, plays a considerable role.

From the foregoing, one can conclude that the proposed BRT will directly contribute to national sustainable development objectives and sectoral mitigation goals in that it will increase access to affordable, reliable and timely public transport, with shorter waiting times, which strategies and plans advocate.

The implementation of mitigation projects comes with some challenges. With respect to the proposed BRT, there are a number of potential financial, policy, socio-cultural and institutional implementation barriers. Table 3 summarizes the anticipated barriers and mitigation measures.

Table 3: Analysis of barriers and mitigation measures

Barriers Mitigation Measures

Financial barriers  Public Private Partnership (PPP) for BRT  Finance is an important factor in developing a infrastructure BRT and implementing it successfully. Raising  Government could also consider raising equity capital the huge initial capital involved in the project by to finance the BRT Ghana could pose a challenge  Multilateral organizations such as the World Bank and bilateral agencies such as USAID, SiDA

Market failure  BRT road infrastructure will reduce the cost of doing  Poor road networks, poor city planning business systems resulting in traffic congestion,  A network-wide approach should also be used in the frequent breakdown of vehicles BRT to achieve sustainable outcomes in traffic management  Low rate of returns on investments by the  The taxi and tro tro operators will continue to private sector operate along other corridors  The impact on small operator businesses will be  Introduction of route franchising may result in examined during project preparation and suitable a loss of business for the existing taxi and tro mitigation measures will be proposed tro operators.

Policy and Regulation  There will be the need to develop a BRT regulatory  A comprehensive legal framework for urban framework that defines directly or indirectly the passenger transport regulation is lacking, level of service required for consumers and the which could create obstacles to the BRT overall performance required of the sector implementation  A comprehensive legal framework for urban  Regulations supporting the transport passenger transport regulation operation regarding routes, parking places, fares, etc. are weak

 Currently, there are no specified bus routes for public and private buses

Institutional and organizational capacity  The institutional capacity of various organizations  Lack of functional institutional capacity; responsible for the implementation of the BRT will shortage of suitably qualified and experienced be strengthened for effective planning and technical personnel to undertake more implementation rigorous BRT planning activities  The key institutions to be involved in the  Lack of effective stakeholder consultation and implementation of the BRT such as DUR, MOT, coordination in the transport sector GPRTU, SCUTA, MMDAs, GAPTE, among others, will be trained to solve the mobility problems in Accra  The local authorities and institutions responsible for regulating public transport  Support will be provided during project operations have weak institutional capacity to implementation to the transport planning and implement the project monitoring group to carry out and monitor bus franchise arrangements  Inadequate stakeholder commitment to the  Specific arrangements to strengthen the capacity of planning process traffic police and city department in traffic management will be developed during preparation  A number of stakeholder workshops will be  Introduction of large buses in the formal organized to discuss the institutional and sector may have the unintended consequence operational alternatives, and agreements will be of discouraging private-sector investments reached on a common framework  A number of workshops and focus group discussions  The current bus operators do not accept should be organized with the private bus operators relocation of their work routes and to sensitize them to the project concept rationalization of the transport system  Local unions will be encouraged to actively participate in the run of the BRT buses and the corridors.  Open dialogues with local transport companies/unions to include them in the relocation of routes will be held.

Several activities need to be implemented in order to achieve the objective of establishing a BRT. The specific activities to be undertaken under the project to produce the above outputs include:

 Construction of BRT infrastructure  Intelligent Transportation Systems (ITS)  Traffic engineering management and safety  Procurement of buses  Institutional strengthening  Marketing and branding  Monitoring, reporting and verification

These activities, if combined in the appropriate manner, could provide an integrated BRT transit system with a strong brand that evokes a classic identity. In the next sections, we elaborate on these activities.

Construction of BRT infrastructure

Exclusive bus lanes are the most important aspects of the proposed BRT system. The proposed BRT would therefore require engineering and design of the exclusive bus lanes along the BRT corridor. The system will include segregated bus lanes, interchange facilities, terminals, stops, a depot and facilities for pedestrians with one BRT lane per direction. The trunk route will have a terminal/modal interchange at the New Gbawe junction at Mallam, Odorkor Junction, Darkuman Junction, Kaneshie Market and CMB, among others. There will be about 30 stations on the trunk route. Pedestrian facilities and BRT terminal facilities will be part of the infrastructure design. The stations will vary from simple stops with basic shelters to complex stations and intermodal terminals with many amenities. Generally, the stations/stops will be designed to provide shelter, safe accessibility for all, including people with disabilities, information on bus schedules, including system maps and real-time arrival information, public security, lighting and fencing, waste recycling bins, seating and bicycle parking. An environmental assessment will be undertaken to determine the potential impacts of adequate drainage, increased pollution levels, health and safety, etc., and appropriate mitigation measures and management arrangements will be part of the preparation and implementation of an environmental management plan. This activity will also involve grade separation at two locations on the route, namely at Obetsebi Lamptey Circle at the intersection with the Ring Road and the Railway crossing on Graphic Road. A total of $46 million is estimated to cover the cost of this component of the BRT.

Traffic engineering management and safety

This component will focus on road and traffic improvement and safety. A centralised control system will help ensure smooth and efficient BRT operations. The centralised control system will provide ITS that offers options such as vehicle priority, operations and maintenance management, operator communications, real-time passenger information and safety and security systems. Specifically, a variety of ITS technologies will be integrated to improve system performance, enhance information in terms of travel times, reliability, convenience, operational efficiency, safety and security. An Automated Vehicle Location system, using Siemens Global Positioning System (GPS) technology on- board the buses, will provide information on the next stop and announce it to the passengers. The system will also provide information on the arrival of the buses at the stations. Additionally, this component will focus on short-term and low-cost measures complemented by environmental improvements and public education and enforcement plans. This component would also focus on capacity development for traffic management, non-motorized feeder services and network integration in the central business district. A total of $27 million is estimated to cover the cost of this component.

Procurement of buses

Fuel-efficient, durable and reliable buses will be procured for the BRT operation. These buses will have multiple doors for entry and exit. A total of 90 (40-60 foot) articulated buses will be procured to service the designated corridors. Most of the buses will be diesel/gas- powered with efficient engines. Each of the buses will have a maximum seating and standing capacity of 58 and 72, respectively, making a total passenger capacity of 130. The choice of buses will, however, be influenced by cost, passenger capacity, manufacturer support facilities in Ghana, robustness, fueling and emission standards. A total of $11 million is estimated to cover the cost of this component.

Institutional strengthening This component of the project seeks to strengthen the capacity of key stakeholders to plan, manage and monitor the BRT operations and services in the city. The key institutions to be involved in the

implementation of the BRT, such as DUR, MOT, MTTU, GPRTU, SCUTA, MMDAs, GAPTE, among others, will be trained. Dissemination workshops will be organized at least twice a year to share project information and to invite feedback from stakeholders and the general public. In addition, monthly public dissemination workshops will be held as part of the public consultation strategy. A communication strategy will be designed to communicate with the general public. A combination of the various media modes will be adopted depending on the target audience. A total of $14 million is estimated to cover the cost of this component.

Marketing and branding

Branding of the proposed BRT systems will involve packaging all the physical and service elements into a cohesive and unique system that communicates the value of BRT elements to the travelling public. The branding is expected to give the proposed BRT a distinct identity that will help the public to recognise and accept the service as well as distinguish it from the conventional transport services provision on the corridor. A total of $1 million is estimated to cover the cost of implementing this component.

Monitoring, reporting and verification

Monitoring, reporting and verification will be an integral part of the BRT implementation. This is necessary to measure project impacts and costs, identify successful and unsuccessful aspects of the project, and determine lessons learned that can be applied to other BRT corridors and transit systems. The monitoring will be very useful to assess the travel times and schedule adherence, transit ridership levels, impacts on other traffic, land use, urban design, environmental impacts, transit system image and public perception of transit service, costs, productivity and cost- effectiveness. A total of $1 million is estimated to cover the cost of this component.

To ensure successful implementation of the proposed BRT, a number of key stakeholders will be involved. The key stakeholders and their institutional roles in the implementation of the BRT are described in the subsequent sections.

Ministry of Transportation (MoT)

MoT will have the overall sector responsibility for this project in close collaboration with MLGRD. The specific objective of the support to MoT is to enhance policy formulation for urban passenger transportation within the NTP and the decentralisation policy framework provided by the MLGRD. MoT will provide the urban transport policy framework and carry out project activities related to the setting and enforcing of urban passenger transport operating and safety standards, and vehicle and driver standards. MoT will also promote private-sector participation and also facilitate the procurement of the BRT buses as well as arrange for the annual audit of the project.

The Ministry of Local Government and Rural Development

MLGRD has overall responsibility for the regulation of passenger transport in urban areas falling under the jurisdiction of MMDAs. MLGRD (working in close collaboration with MoT) will ensure that the MMDAs are adequately mandated and resourced to undertake their responsibility in the regulation and delivery of urban transport services. It will develop, promote and coordinate the implementation of an integrated urban development policy, monitor and evaluate the implementation of by-laws for passenger transportation in the MMDAs and collect and analyse

environmental indicators for urban transport. MLGRD will also support DUR in ensuring implementation of the environmental management plans.

Department of Urban Roads (DUR)

DUR is the implementing agency for the project, acting directly for the Ministry of Transportation. DUR will have direct responsibility for project management (including procurement, safeguards management, financial management, and monitoring and evaluation). DUR’s finance department will oversee all eligible expenditures under the project, in accordance with systems and acceptable procurement procedures. DUR will also have responsibility for contract administration of traffic management and BRT infrastructure components of the project, improving the road safety and environment, developing adequate human resources, performing monitoring of the activities of the BRT corridors, and maintaining infrastructure of the BRT.

Urban Transport Advisory Committee (UTAC)

An Urban Transport Advisory Committee has been constituted under the chairmanship of the Minister for Local Government and Rural Development. The membership is as follows:  Minister of Transportation  Minister for Local Government and Rural Development  Minister of the Interior  Minister of Finance and Economic Planning  National Development Planning Commission  One (1) representative of MMDAs  A commercial bank  Ghana Road Transport Coordination Council  Ghana Private Road Transport Union  A road user  Department of Urban Roads  Environmental Protection Agency  Town and Country Planning Department  Ghana Police Service

The UTAC shall be responsible for, inter alia: (i) advising on a common policy and regulatory framework for urban transportation in Ghana, including target dates for each MMDA to pass related regulatory instruments; (ii) advising MLGRDE on directives to be issued to MMDAs in implementing urban transport policies and regulations; (iii) providing guidance for the creation and operationalisation of CUT and UPTUs; and (iv) reviewing progress made towards achieving the project’s objectives, and making recommendations for the efficient implementation of the project. The PAO will provide secretarial and technical support to the UTAC.

Project Advisory Office (PAO)

A PAO office within DUR will report to the director of DUR for all operational and management issues. The PAO will be responsible for the general management of the project. The office will provide advisory services in planning, management and regulation of urban passenger transport to the participating MMDAs and operators involved in the

implementation of the project. It will report to the DUR on all project management issues and contractual issues. Specific responsibilities include: a) providing advisory services to the institutions and operators involved in the implementation of the project; b) providing advisory services in planning, management and regulation of urban passenger transport and c) providing project management services for the implementation of the project on behalf of the Department of Urban Roads.

Accra Urban Passenger Transport Coordinating Group (AUPTCG)

Each of the Accra MMDAs will be required to pass a resolution in their respective assemblies to set up the AUPTCG. The AUPTCG will be delegated through the resolutions to coordinate, regulate and monitor urban transport operations and services on specified routes that cut across MMDA boundaries in the Greater Accra Region.

Accra Urban Passenger Transport Coordinating Group (AUPTCG)

Each of the Accra MMDAs will be required to pass a resolution in their respective assemblies to set up the AUPTCG. The AUPTCG will be delegated through the resolutions to coordinate, regulate and monitor urban transport operations and services on specified routes that cut across MMDA boundaries in the Greater Accra Region.

Ghana Road Transport Coordination Council (GRTCC)

GRTCC is the umbrella body for all transport operators in Ghana, including the unions, associations and other local associations and operators. It represents the interests of road transport operators. Bus fares in Ghana have been de-regulated by government, and the fares are now being fixed by GRTCC in consultation with MoT. Its main role will include negotiating with government on BRT fares along the BRT corridors. It will also monitor the compliance of approved fares by its members.

Greater Accra Passenger Transport Executive (GAPTE)

The Steering Committee on Urban Transportation in Accra (SCUTA), comprising 13 MMDAs, is operating through the Greater Accra Passenger Transport Executive (GAPTE) to solve the mobility problems of Accra with the aim of prioritizing the mass public transport system in the city, which offers higher quality security and reliability for users of corridors with the highest passenger demand in the city. GAPTE in collaboration with DUR will be responsible for the planning of the Accra Bus System, determining the need for establishing new corridors and routes to complement the system. GAPTE has inspectors who will verify the condition of vehicles and issue reports on non-compliance of the standards established in Route Service Contracts as agreed by the parties. GAPTE will also have the support of the Ghana Police Motor Traffic and Transport Department (MTTD) to enforce traffic regulations and impose fines, which may have direct or indirect impact on the system’s functionality.

Driver and Vehicle licensing Authority (DVLA)

The DVLA is generally responsible for the regulation of vehicle ownership, use and standards. With regards to the BRT, it will be responsible for annual surveys on quality of passenger vehicles and driver quality, training staff in procedural and requirement systems, using new BRT vehicle and driver standards as well as officers for BRT client service units.

Ghana Private Road Transport Union (GPRTU) and other transport cooperatives

There are several transport unions operating in Accra. However, the most dominant private passenger transport union among them is the GPRTU of the Trade Unions Congress. The GPRTU is the umbrella body for both operators and drivers. In Accra, there are a number of recognized stations from which they operate. The transport unions will procure the buses with the support of the government through MoT and operate buses on the BRT corridor.

National Road Safety Commission (NRSC) The NRSC will develop and promote road safety standards for BRT as well as coordinate and monitor activities of other agencies to reduce urban road transport accidents. It will also be responsible for training bus operators in road safety and transportation planning, develop BRT safety guidelines and undertake educational programs using the guidelines.

Environmental Protection Agency (EPA)

The EPA will develop vehicular emission standards and regulations for the BRT as well as an environmental management framework to measure and monitor specific environmental indicators. It will also undertake emissions monitoring and data collection to prepare quarterly environmental monitoring reports.

This work plan presents the sequence of the implementation of the BRT activities, outputs to be measured, the lead institution and time frame.

Table 3: Work plan for the detailed activities

Output of the Activities Coordinat Key Year Year Year Year 4 measure or stakeholders 1 2 3 Infrastructure  Engineering work, DUR MoT, MoFEP, developed  Construction of lanes GAPTE stops/terminals and facilities  Traffic Engineering, Management and Safety  Bus depot ITS  Installation of ITS DUR Traffic Control  Traffic signal system DUR MOT, GAPTE System  Traffic Management established Center  Traffic enforcement, education and training Buses procured  Procurement of buses MoT

Institutions  Institutional DUR. MMDAs, strengthened strengthening NRSC GPRTU, GAPTE, MTTU BRT system  Marketing and DUR MMDAs, accepted by the branding GPRTU, GAPTE, people Monitoring  Monitoring BRT DUR GAPTE, MOT, objectives outcomes EPA achieved

The current transportation situation in Accra and, more specifically, on the corridor where the BRT will be implemented, is characterized by severe traffic congestion, high accident rates, noise and air pollution, weak implementation of traffic management measures, inadequate facilities for pedestrians and cyclists, poor road safety arrangements, among other issues.

Vehicles that use these roads are old and often break down and park on the shoulders of the roads. This leads to delays and necessitates the refund of fares. In addition, while many informal-sector employees make efforts to board buses with their luggage and wares, which are sometimes dirty and bulky, there are also well-dressed formal-sector workers who would like to appear suitable for the workplace. There are situations in which these informal-sector workers who are sometimes in dirty outfits struggle with formal-sector employees who are well-dressed. This sometimes creates problems in which clothes are soiled while struggling to board vehicles. Loading and unloading of the wares of these informal-sector workers also takes time, which delays other passengers. There are also no standard tariffs for some distances. The fares for short distances on a specific route are at the discretion of the drivers and can vary from one driver to another. As a result, passengers are sometimes found arguing about the fares that they are being asked to pay by different drivers. Furthermore, buses along the corridor do not run on time. Thus, passengers are not able to guess when they will get to a specific destination.

In addition, many drivers and their mates who travel on these roads are not educated. They mostly learn the trade of being the driver’s mate through apprenticeship with no standards for the level of knowledge that is required for the position. Issues like customer care, which is very important in any business, are largely missing in the driver/driver’s mate engagement with their clients. In many situations, interactions between them results in misunderstandings. Furthermore, there are no well- demarcated bus stops in some places on the corridor. As a result, passengers often require the driver to stop at any place where they would like to alight, even if the bus is not allowed to stop there. This sometimes creates some misunderstanding between vehicle operators and their clients. Also, noise pollution along the corridor created by the many taxi and “tro tro” operators who shout to advertise their routes increases on the corridor.

Road transport is a major contributor of GHG emissions with detrimental effects on human health and the environment. In Ghana, emissions from the transport sector are the largest emission sources within the energy sector, which contributes about 43% of all emissions (EPA/UNEP, 2010). The majority of GHG emissions from the road transport sector in Ghana are CO2 emissions resulting from the combustion of petroleum-based products. Key parameters that influence GHG emissions are the increasing fuel consumption attributable to increases in vehicular fleet, congestion in the city resulting from heavy vehicular traffic, the use of fuel-inefficient cars, poor maintenance of vehicles, poor road networks in the city, among others. Congestion is also a major problem on arterial routes with 70% of major roads operating at unacceptable levels of service at some time during the day (<20 km/h).

The BRT when implemented would reduce the growth of vehicular fleets, traffic congestion and average combustion rates, which will lead to improved fuel economy and reduce GHG emissions on the corridor. Improvement in air quality would also have some positive health benefits.

In addition to reducing GHG emissions, implementation of the proposed BRT will reduce the obsolete, low-capacity and poorly serviced vehicles on the corridor, which will help improve transport service delivery. The construction of bus stops will make clear the places where passengers are allowed to board and alight, which can help reduce the many passenger-driver problems. In addition, education that will be given to the drivers will enable them to know how to relate effectively with passengers. Furthermore, the timely running of the buses using the ITS will enable passengers to plan their journeys and get to their destinations on time whilst the clear demarcation of bus lanes as well as the repair works on the lanes will enable buses to run smoothly and reduce the traffic congestion that is associated with the corridor. Such repairs on roads will also reduce the maintenance cost to the operators and increase their returns on investments in the buses. Also, the numerous mini buses and taxis will be replaced with buses that will improve the use of road space.

There are a number of sustainable development benefits for Ghana with the implementation of the proposed NAMA. These include reduction of the country’s energy costs, reduction in travel and waiting times, savings on transport fares, direct and indirect job creation, as well as other social impacts such as health benefits resulting from the reduced inhalation of exhaust fumes on the corridor. The details of the SD benefits are discussed in subsequent sections.

2.4.3.1 Impact on the Ghana’s energy costs

Improvement in efficiency will also mean that there is going to be a reduction in fuel used by vehicles. Savings on energy is measured by the cost of the fuel saved, valued at international prices. This will save the country a lot of foreign exchange since the oil/gas used by vehicles is all imported. In recent years, the country has had a major problem from the depreciation of the Ghana cedi, in part because of high trade deficits. Thus, the reduction in oil imports will to some extent help to correct this problem. The value of this savings depends on how international fuel prices develop.

Job creation

The implementation of the BRT will lead to temporal and permanent jobs. In addition to people who will be employed during the development and construction of the BRT infrastructure, the implementation of the proposed BRT will generate considerable temporal employment at the implementation stage for bus conductors, service inspectors, mechanics, ticket vendors as well as encourage entrepreneurial activities by sub-contracting works like cleaning, pavement maintenance, ticketing, painting, etc.

Reduction in travel and waiting time brought about by the improved service can make a lot more time available to passengers, which can be used on other productive ventures. Reduction in public- transport travel time as a result of the BRT scheme should result in a modal shift away from private cars. Current commercial passenger traffic on the Accra-Kasoa Road is estimated at 47,380 per day.

Of this traffic, 25 per cent are taxis, 65 per cent are tro tros and 10 per cent are buses. A model estimated a reduction in travel time of about 25 minutes for bus passengers due to improved traffic management and bus priority schemes on the pilot bus-only corridor. Assuming no change in modal shares after the introduction of the BRT, then those who use taxis and tro tro will shift to the use of the BRT. Specifically, about 90 per cent of the 47,380 passengers who travel on the corridor daily will shift to the use of the BRT. If it is assumed that each and every passenger will save 25 minutes a day, then over the course of a year about 5,330,250 hours or 666,281 working days will be gained. The minimum wage for the year 2015 was GHc7.00 a day. This means that an amount of GHc 4,663,967, or $1,295,546, will be saved annually through reduction in travel time.

Reduction in the cost of transport on the corridor will provide passengers, especially those in the lower income quintiles with more funds as well as efficient transport which could enhance their economic opportunities. The current tro tro/bus fare along the corridor is between GHc2.5-GHc 5.0. The fare for the BRT is expected to be between GHc 1.5-4.00 along the corridor with savings of GHc1.00 per passenger. Using the minimum savings of GHc 1.00 per passenger and a total traffic volume of about 42,642 per day, then an average amount of GHc 12,792,600, or $3,553,500 annually will be saved through savings on transport fares.

Environmental benefits

In terms of the environment, the benefits are enormous. The implementation of this NAMA will mean that significant carbon dioxide emissions that should have been generated through the use of old, inefficient vehicles will no longer be generated. This in no small way will help reduce carbon dioxide emissions that are the main cause of climate change, which is expected to impact all economic activities directly or indirectly. Furthermore, reduction in pollution could bring about some health benefits since the inhalation of exhaust fumes, which has many negative health consequences, will be reduce. Also, noise pollution along the corridor created by several taxi and tro tro operators who shout to advertise their routes is expected to be mitigated with the implementation of the BRT. Section 2.4.4 estimates the emission reduction potential of BRT.

Methodology for the estimation of the baseline and NAMA scenario emission is based on CDM- approved methodology AM00311. The following are the conditions under which the methodology applies to the scope of the proposed BRT NAMA:  Energy efficiency — Displacement of more-GHG-intensive transportation modes by less-GHG-intensive ones  Construction and operation of a new BRT system for urban transport of passengers. Replacement, extensions or expansions of existing BRT systems (adding new routes and lines) are also allowed.

Baseline Scenario The baseline scenario as earlier explained is considered to be the situation where passengers are transported using a diverse transport system involving buses, cars, non-motorized transport modes, etc., operating under mixed traffic conditions.

1 baseline methodology for bus rapid transit projects

Vehicle population

Vehicle population is important information for the estimation of emissions on the BRT corridor. Population data were obtained from the Driver Vehicle Licensing Authority (DVLA) for the year 2012. In order to derive the proportion of vehicle traffic on the BRT corridor, average total vehicle registration data for Accra was used to derive the percentage of total vehicle population in Accra, which was 41 per cent of the national total vehicle stock.

Table 4: Disaggregation of vehicular population by type of vehicle, 2012

Vehicle type National Accra BRT Corridor Car/Taxi* data 710,044 291,118.04 11,857.88 Truck# 296,742 121,664.22 7,246.48 Buses** 173,651 71,196.91 1,756.72 MC 349,809 143,421.69 658.77 Bicycle 439.18 Total 153,0246 627,400.86 21,959.03 Source: DVLA and estimations with data from BRT traffic survey, 2012 * Car and taxi added together, # Light duty and heavy duty vehicles, ** Tro tros and buses

From the 2012 BRT traffic survey, the total prevailing traffic on the BRT corridor was 21,959 vehicles, which corresponds to about 3.5 per cent of the total national vehicular population. Disaggregation of the vehicular population by type of vehicle is presented in table 4.

Table 5: vehicular analysis on the BRT corridor

Vehicle categories Car/Taxi Buses Truck MC Bike Total Road space use* 54% 33% 8% 3% 2% Passenger carriage/ day)# 15% 84% 0% 1% 0% Passenger capacity (no) 7107 39799 0 474 0 Vehicle population 11,858 1,757 7,246 659 439 21,959 Source: BRT traffic survey, 2012 The split of vehicles on the BRT corridor was based on a traffic characterization survey undertaken in 2012. For each category of vehicle class on the BRT corridor, the total daily passenger volume carried was used to obtain the passenger capacity. Details of the various vehicles on the corridor and the road space used, passengers carried and passenger capacity as obtained from the survey are presented in table 5.

In table 6, we present the various assumptions on passenger information and some remarks on the source of information.

Table 6:Passenger information

Item Information Source /Remarks No. of BRT articulated Buses 90 BRT office Occupancy of Euro 3 buses 110 Full capacity in peak hours Source: Bogota BRT PDD AM peak 6 a.m.-9 a.m. (3hours) BRT corridor traffic survey, 2012 Inter peak 9 a.m. – 3p.m. (6 hours) PM peak 3 p.m. – 7 p.m. (4 hours) Post peak 7 p.m. -6 a.m. (11 hours) Distance of 1 round trip 54.7 (km) BRT corridor traffic survey, 2012. Inbound trip:

Kasoa-CMB station. Outbound trip: Rawlings park-Kasoa Passengers per inbound trip in 70 Expert judgment. Total passengers per trip: 130 peak hours Passengers per outbound trip in 50 peak hours Time for 1 round trip 81.6 (minutes) BRT corridor traffic survey, 2012 No. of stops per 1 round trip 41 (Stops) Passengers per inbound trip in 40 Expert judgment. Total passenger per trip is 70 inter peak hours Passengers per outbound trip in 30 inter peak hours Passengers per inbound trip in 20 Expert judgment. Total passengers per trip: 50. post peak hours Passengers per outbound trip in 30 post-peak hours If 50 BRT buses are in service during peak hour Expert judgment Total inbound and outbound 30,600 passengers This is the product of the number of peak-hour passengers in AM and PM peak buses in service (50), the number of passengers hours (A) per 1 round trip (150) and the number of trips in AM peak (2.2 trips), PM (2.9 trips) If 20 BRT buses are in service between peak hours Expert judgment Total inbound and outbound 6,160 passengers This is the product of the number of peak-hour passengers in inter peak hours buses in service (20), number of passengers per 1 (B) round trip (70) and the number of trips in inter peak (4.4 trips) If 4 BRT buses are in service after peak hours Expert judgment Total inbound and outbound 1,620 This is the product of the number of peak-hour passengers after peak hours (C) buses in service (4), the number of passengers per 1 round trip (50) and the number of trips in inter peak (8.1 trips) Total passengers carried in 1 round trip (inbound and outbound) per day for all segment of travel = 38,380 passengers Note: The BRT passengers’ carriage will represent the same number of passengers who will be affected in the scenario without the BRT NAMA project. The distribution of passengers among vehicle categories was informed by the traffic survey conducted in 2012.

Traffic information

Traffic information is presented in four parts. The first part of the traffic information relates to characterisation of the different vehicles on the BRT corridor by fuel type. This is based on the type of vehicles and the vehicular population for a specific vehicular type on the corridor. Information on the share of specific vehicular types that use specific fuels was obtained from expert judgment, while information on vehicular population on the corridor was obtained from table 4. For cars/taxis on the corridor, expert judgment indicated that diesel cars/taxis constituted 25 per cent, gasoline 50 per cent and LPG 15 per cent. For buses, 70 per cent are diesel and 30 per cent are gasoline. Trucks and motorcycles use diesel and gasoline, respectively, while bikes were considered non-motorized. Using this expert judgment and the vehicular population on the corridor, we estimate the vehicular type by the type of fuel used and presented in table 7.

Table 7: Vehicular type disaggregated by type of fuel

Vehicle type Car/taxi Buses Trucks Motorcycle Bike Diesel 2,964 1,230 7,246 0 Gasoline 7,115 527 0 659 0 LPG 1,779 Source: Authors’ estimates

The second part of the traffic information represents the allocation of passengers to different vehicle categories according to fuel types. The allocation share was based on expert judgment, similar to the characterisation of vehicles to fuel types. We assume that trucks are used primarily for freight transport and therefore will not benefit from the proposed BRT. Results and calculations are presented in table 8. In the table, the value 1,439.25 means that about 1,439.25 trips (inbound and outbound) on the corridor were made by diesel cars/taxis.

Table 8: Passengers per vehicle class

Vehicle type Car/taxi Buses Motorcycle Diesel 1,439.25 22,567.4 Gasoline 3,454.2 49 ,671.76 383.8 LPG 864 Source: Authors’ estimation

The third part represents information relating to traffic circulation — in particular, annual distances covered in kilometres. The daily distance covered by each vehicle category was obtained from the product of the total distance of BRT corridor (54.7 km) and respective road space use. In order to derive the daily distance covered by vehicles in each fuel category, the total number of vehicles in each fuel category is multiplied by the total distance covered by each vehicle category (table 9).

Table 9: Daily distances by vehicles in each fuel category (km per day)

Vehicle category Car/taxi Buses Trucks Motorcycle Bike 29,538 18.0 4.3 1.6 1.09 Diesel 87,564.4 22,197.4 31,710.6 Gasoline 210,154. 9,513.1 1 ,081.0 LPG 752 ,538.6

The final part of the traffic information relates to using the fuel consumption of different vehicle category by fuel types measured in litre/passengers per kilometre and the total daily distance (km) for each fuel class in a specific vehicle category to calculate the fuel consumption per year. This is determined by first calculating the fuel consumption in litres per passenger kilometre (table 10) and the fuel consumption per day in litres per day.

Table 10: Fuel consumption (litre/passenger-km)

Fuel Vehicle Class Car/taxi Buses Trucks Motorcycle Diesel 0.048 0.043 0.007 0.007 Gasoline 0.049 0.044 0.007 LPG 0.073

Table 11: Fuel consumption per day (litres/day)

Fuel Vehicle Class Car/taxi Buses Trucks Motorcycle Diesel 4,203.1 954.5 221.97 Gasoline 10,297.6 418.6 7.57 LPG 3,835.3 The fuel consumption per day in litres is then multiplied by 300 days as the service operation days to obtain the fuel consumption per year in litres (table 12).

Table 12 : Fuel consumption per day (litres/year)

Fuel Vehicle Class Car/taxi Buses Trucks Motorcycle Diesel 1,260,928. 286,346. 66,592.3 Gasoline 63 ,089,275. 7125 ,573. 2,270.2 LPG 1 ,150,597. 9 4

Baseline emissions

Three GHG emissions (CO2, CH4 and N2O) for each fuel vehicle class were determined using appropriate emission factors and the total fuel consumption per year and presented in table 13.

Table 13: GHG emissions for the year 2012

GHG Emission Factor (IPCC default) Emissions for 2012 (tonnes) (kg/litre) Car/taxi Buses Motorcycle Gasoline Diesel LPG Gasoline Diesel LPG Gasoline Diesel Gasoline CO2 2.02 2.41 1.4 6,240.3 3,038.8 1,610.8 253.6 690.1 4.59 CH4 0.00097 0.00013 0.00139 3.00 0.16 1.60 0.12 0.04 0.002 N2O 9.36E-05 0.00013 4.4781E-06 0.29 0.16 0.01 0.01 0.04 0.000 Total (kt) in 2012 3.09 6.39 1.65 0.70 0.26 0.0047 Grand total 12.1kt total emissions in 2012

With a baseline emission of 12.1kt in 2012, the emission baseline scenario is generated up to the year 2040 using the growth rate of vehicle populations, which is estimated at 7 per cent per year. This results in a cumulative baseline emission scenario of 1,054,100 tCO2. Details of the calculations are presented in table 14.

Table 14 : Baseline emission scenario

No of Vehicle Emission (kt) Year Yearly Cumulative Yearly Cumulative 2012 21,959.0 21,959.0 12.1 12.1 2013 23,496.1 45,455.1 12.9 25.0 2014 25,140.8 70,596.0 13.9 38.9 2015 26,900.7 97,496.8 14.8 53.7 2016 28,783.8 126,280.6 15.9 69.6 2017 30,798.6 157,079.3 17.0 86.5 2018 32,954.5 190,033.9 18.2 104.7 2019 35,261.4 225,295.3 19.4 124.1 2020 37,729.7 263,025.0 20.8 144.9 2021 40,370.7 303,395.7 22.2 167.2 2022 43,196.7 346,592.5 23.8 191.0 2023 46,220.5 392,813.0 25.5 216.4 2024 49,455.9 442,268.9 27.2 243.7 2025 52,917.8 495,186.8 29.2 272.8 2026 56,622.1 551,808.9 31.2 304.0 2027 60,585.6 612,394.6 33.4 337.4 2028 64,826.6 677,221.2 35.7 373.1 2029 69,364.5 746,585.7 38.2 411.4 2030 74,220.0 820,805.8 40.9 452.2 2031 79,415.4 900,221.2 43.8 496.0 2032 84,974.5 985,195.7 46.8 542.8 2033 90,922.7 1,076,118.5 50.1 592.9 2034 97,287.3 1,173,405.8 53.6 646.5 2035 104,097.4 1,277,503.2 57.4 703.9 2036 111,384.2 1,388,887.5 61.4 765.3 2037 119,181.1 1,508,068.6 65.7 830.9 2038 125,991.2 1,634,059.9 69.4 900.3 2039 134,810.6 1,768,870.6 74.3 974.6 2040 144,247.4 1,913,118.0 79.5 1054.1

From the table, it can be seen that baseline will increase cumulatively from about 12.1 kt in 2012 to about 1054 kt in 2040.

NAMA BRT scenario In the NAMA scenario, we assume that the number of BRT Euro 3 buses that will be used will increase from 50 in the first year to 60 in the second year and to 90 in the third year and remain at that level throughout the implementation of the project. The total kilometres covered per day by each bus will be 273.5. The total kilometres covered in the first year will be 59,076, 70,891 in the second year and 106,337 in the third year. Based on expert judgment, the fuel consumption in litres per passenger kilometre is assumed to be 0.0144.

Table 15: BRT NAMA emission scenario

Year Litres Emissions (kt) Emissions ((KtCO2e) C0 2 CH4 N 2O Total Cumulative 1 851 2.05 0.0001 0.0001 2.088 2.09 2 1,021 2.46 0.0001 0.0001 2.506 4.59 3 1,531 3.69 0.0002 0.0002 3.758 8.35 4 4,977 11.99 0.0006 0.0006 12.216 20.57 5 4,977 11.99 0.0006 0.0006 12.216 32.78 6 4,977 11.99 0.0006 0.0006 12.216 45.00 7 4,977 11.99 0.0006 0.0006 12.216 57.22 8 4,977 11.99 0.0006 0.0006 12.216 69.43 9 4,977 11.99 0.0006 0.0006 12.216 81.65 10 4,977 11.99 0.0006 0.0006 12.216 93.86 11 4,977 11.99 0.0006 0.0006 12.216 106.08 12 4,977 11.99 0.0006 0.0006 12.216 118.29 13 4,977 11.99 0.0006 0.0006 12.216 130.51 14 4,977 11.99 0.0006 0.0006 12.216 142.73 15 4,977 11.99 0.0006 0.0006 12.216 154.94 16 4,977 11.99 0.0006 0.0006 12.216 167.16 17 4,977 11.99 0.0006 0.0006 12.216 179.37 18 4,977 11.99 0.0006 0.0006 12.216 191.59 19 4,977 11.99 0.0006 0.0006 12.216 203.81 20 4,977 11.99 0.0006 0.0006 12.216 216.02 21 4,977 11.99 0.0006 0.0006 12.216 228.24 22 4,977 11.99 0.0006 0.0006 12.216 240.45 23 4,977 11.99 0.0006 0.0006 12.216 252.67 24 4,977 11.99 0.0006 0.0006 12.216 264.88 25 4,977 11.99 0.0006 0.0006 12.216 277.10 26 4,977 11.99 0.0006 0.0006 12.216 289.32 27 4,977 11.99 0.0006 0.0006 12.216 301.53 28 4,977 11.99 0.0006 0.0001 12.216 313.75

Based on these assumptions, we estimate the total GHG emissions (Table 15). From the table with the BRT NAMA scenario, GHG emissions will cumulatively increase from about 2.09 tCO2e in 2012 to about 313.75 ktCO2e kt in 2040. Real emissions savings will depend on when the BRT project begins full implementation. The total savings from the BRT NAMA will amount to about 728,131 tCO2e by 2040.

Description of the transformational impact of NAMA

As indicated earlier, the BRT is being designed to facilitate the transformational impacts of the Urban Transport Project of the Government of Ghana. By its very nature, the BRT will support the transformation of the transport sector towards a path of low-carbon emissions through various impacts. This project will lead to policy and institutional reforms (including strengthening of environmental management, decentralisation, development of a national transport strategy

encompassing rural and urban transport, and road safety; studies; training; technical assistance; and provision of buildings, vehicles and equipment. The project will particularly strengthen capacity of the DUR, MESTI and other stakeholders to plan, manage and monitor urban transport operations and services. It will foster institutional strengthening and capacity building for public-sector bodies managing the system, including necessary monitoring and evaluation capability, and the private- sector operators providing the transport services. It will also result in improved capacity for dispatching and scheduling bus services, bus maintenance management, fare collection methods, bus driver training, etc. As such, this institutional capacity building could contribute significantly to Ghana’s transition to low-carbon emissions for the energy sector transport sector in general and the transport sector in particular. The implementation of the BRT will significantly strengthen the public-private partnership to support low-carbon development.

The BRT is also expected to promote a modal shift to more efficient and less polluting forms of public and freight transport. This will bring intense competition to the existing transport market because passengers will ultimately choose the optimum transport based on affordability, safety, reliability and comfort. The proposed BRT will provide a cost-effective means of providing fast, efficient, convenient and comfortable urban transport service to many inhabitants of the capital city. Thus, it will completely transform not only transport business but also many activities on the corridor. Specifically, the use of ITS will improve the arrival and departure time of buses, the speed and neatness of the buses (which could encourage many car owners to park their cars and ride on the bus), the procedures that will allow both drivers and passengers to know their rights and responsibilities and the trained drivers who will be more friendly to their clients. The implementation of the BRT will also impact urban transport service provisions on other corridors and could revolutionalize the overall transport market. It is common knowledge that keen competition in a sector could drive actors to adopt state-of-the-art technologies in order to survive. Therefore, when the proposed BRT is rolled out, it will present tough competition to the commercial vehicle operators. This competition will compel private commercial transport operators to invest in efficient vehicles in order to remain in the urban transport market.

Sustainability of the NAMA

The sustainability of the proposed BRT is guaranteed by government support, legal and institutional reforms, its demand-driven nature and the use of Public Private Partnership (PPP) in the implementation of the project. As earlier discussed, the government has a keen interest in the development of the BRT and has articulated this in both the national strategy and the sectoral plans. We envisage the government to facilitate the funding of the infrastructural component through loans and grants and the maintenance of the infrastructure through normal budgetary support. The challenge lies in the funding and maintenance of the buses. Here we believe the PPP and the demand-driven nature of the proposed BRT will ensure its sustainability. Specifically, the demand for transport service on the corridor is quite high and the quasi monopoly that will be given to the proposed BRT on the corridor — as well as improved traffic management, improved standards of vehicle maintenance, improved legal and institutional structures necessary to support long-term implementation of an integrated urban transport reform program, among other measures — could enable a reasonable rate of returns on investment in the buses. Increased asset productivity derived from the improved operations will allow the transport operators to attract the necessary funding to ensure sustainability of the proposed BRT. Also, rationalization of the bus supply will eradicate predatory competition, increase patronage and revenue and reduce operating costs. This will make the proposed BRT more profitable and allow operators to secure funding, thereby improving chances of financial sustainability.

The BRT project office will assist MMDAs in planning and regulating urban public transport services and help establish local and national capacity for market regulation, supported by a nucleus of

professionals. This would ensure institutional sustainability of the BRT facilities. In addition, creating institutions within a framework common to the whole transport sector will provide a sustainable basis to manage an effective and efficient transport system in the long run. The project will also focus on ensuring the sustainability of the critical legal and institutional structures necessary to support long-term implementation of an integrated urban transport plan. The strengthening of planning, coordination, monitoring and evaluation capacity in the Greater Accra Urban Transport Authority will support rationalization of public transport operations and institutions responsible for regulating public transport services. Currently, there are inadequate arrangements to regulate bus services, impose safety standards, plan bus services or adjust services to better respond to the market demand. Establishment of a regulatory body, supported by a nucleus of professionals, will ensure institutional sustainability of the BRT plans, NMT facilities and a limited competitive regime, etc. In addition, developing institutional arrangements to coordinate activities related to transport planning, management, monitoring and implementation will provide a sustainable basis to manage an effective and efficient transport system in the long run.

The implementation of the BRT will be monitored and assessed to measure progress. A number of indictors will be used to monitor various activities in the project. These indicators have been presented in table 16.

Table 16: Indicators for monitoring implementation

Parameters Indicator  Development of BRT Length of BRT corridor developed and other infrastructure infrastructure  Construction of stops/stations Number of passenger shelters and terminal facilities built  Construction of bus depots State of construction of the bus depot  Traffic control system State of development of traffic signal systems State of establishment of traffic control centre  Intelligent Transportation State of development of ITS system Systems (ITS)  Procurement of buses Number of buses procured  Capacity development Number of training programmes organized for different stakeholders  Marketing and branding Number and quality of BRT branding and promotional materials Number and stakeholders educated Frequency of BRT buses advertisements Development of BRT website

Significant effort will have to be made to properly measure the key parameters that will be used to measure the sustainable development impact. This is because many of the sustainable development benefits will accrue indirectly and in other parts of the city or country. Also, many of the expected benefits — for example, the impact of reduced noise pollution — are difficult to measure both

qualitatively and quantitatively. Nevertheless, we summarise in table 17 information on a few that we think can be monitored.

Table 17: Sustainable development parameters to be monitored and their indicators

The measures of success for these objectives:

 Reduction in average travel time for bus passengers  Level of affordability  Employment generation  Reduction in traffic congestion  Increase in average travel speed for all traffic  Increase in productivity of bus service (passenger share of large buses)  Reduction in CO2 emissions along the BRT pilot corridor in Accra

Table 17 presents the parameters and key indicators for assessing sustainable development benefits.

Table 17: Parameters and key indicators for assessing sustainable development benefits. Parameters Indicators Urban air quality  Emissions levels of pollutants using EPA monitoring sites in Accra City traffic decongestion  Level of traffic congestion in the city Higher patronage  Number of persons using the BRT  Total annual transit passenger trips Employment  Employment created by construction firms, BRT and other subcontractors Affordability  Cost of transportation  Cost of transport on other corridors Travel Time  Reduction in travel time  Increase in speed Macro impact  Tax by government  Fuel import bill

Urban environmental quality is an indicator of quality of life, supporting the health and well-being of the public and the attractiveness and sustainability of urban and natural environments. In order to assess the GHG emissions impact, we will monitor the GHG emissions in the transport sector in Accra and the emissions levels of particulate pollutants using EPA monitoring sites in Accra, especially those from the corridor.

The implementation of the BRT includes a comprehensive monitoring and evaluation component based on performance indicators for each project input, outcome and sustainable development benefits. Table 18 presents the monitoring and reporting plan.

Table 18 Monitoring and reporting plan of the BRT

Target Values Data Collection and Reporting

Project Outcome Frequency Data Collection Responsibility for Baseline YR1 Yr2 Yr3 Yr4 Yr5 Indicator and Reports Instruments Data Collection

GHG emissions from vehicles reduction in Portable 1,2000,000 - - 5% 10% Mid-term emissions MTCO2/yr EPA reduction reduction reports measurement from base from base yr system yr Ambient air pollution 120 5% 10% Ambient along BRT corridor reduction reduction Mid-term pollution EPA (ug/m3, monthly avg) from base from base yr reports sensors yr Average travel time 65 - 55 45 40 Semi-annual Reports from (mins) by bus on DUR reports DUR corridor Average speed on 15 - - 25 30 Reports from DUR corridor DUR Passenger share of bus 30% - - 60% - 70% Semi-annual (%) Supervision DUR/GAPTE reports

Length of BRT 0 15 km - 32 km Semi-annual Reports from DUR developed reports DUR Number of bus stops 0 - 15 built Traffic signal systems Semi-annual Reports from developed 0 - 15 DUR reports DUR

Traffic control center Semi-annual Reports from 1 - - - DUR set up reports DUR Number of buses Semi-annual Reports from 60 30 - DUR/MOT procured reports DUR Tax by government

Fuel import bill No of training Training Reports from programs for EPA/DUR reports DUR stakeholders Cost of Reports from DUR/MOT transportation on DUR corridor Cost of transport on Reports from DUR/MOT other corridors DUR

Annual Transit Reports from DUR/MOT Passenger Trips DUR

No. of training for Training Reports from different - - DUR/MOT reports DUR stakeholders trained

Reports from DUR/MOT Employment created Semi-annual DUR reports

State of construction Semi-annual Reports from DUR/MOT of bus depot 10% 65% 100% reports DUR

State of Semi-annual Reports from DUR/MOT development of ITS - 50% 100% reports DUR

Number and quality Semi-annual Reports from DUR/MOT of BRT promotional - 50% 100% reports DUR materials Development and Semi-annual Reports from DUR/MOT update of website 100% reports DUR

Level of traffic Redu Semi-annual Reports from DUR/MOT Reduced congestion on the ced reports DUR by corridor by 5% Frequency of BRT buses adverts

Legal and Reports from DUR/MOT institutional DUR Core Policy Continue Policy framework drafted Annual team set prepar preparatio adopt prior to project reports up ation n ed Implementation

Regulatory body Reports from DUR/MOT established to Prepar DUR Core manage and monitor ing Draft core Annual team bus franchise in the standa standards reports formed BRT pilot corridor rds

Number of M&E M&E M&E M&E reports regularly system Annual Reports from team system DUR/MOT produced in reports DUR formed operating place

Ghana has never had a BRT and will therefore require some technical and other capacity building support from the international community to implement the proposed BRT. Such support will be in the areas of driver training, bus maintenance, traffic management, targeted information dissemination and other installations as well as other technical and operational support. Non- financial support should also be in the area of planning, regulation and management of urban passenger transportation. Target stakeholders of this non-financial support will be the MoT and its agencies in urban transport, MMDAs, transport operators and the police, among others. The Ghana Urban Transport Project 2007 recognized the need for the creation of the Accra Urban Passenger Transport Coordinating Group (AUPTCG) with delegated responsibility to coordinate, plan, regulate and monitor urban transport operations and services on specified routes that cut across the MMDA boundaries in the Greater Accra Region. There will be the need to strengthen this group and furnish it with necessary machinery and expertise to enable the group to perform its functions effectively.

A total amount of $102 million will be required for the implementation of the BRT project. Detail of the cost based on the activities to be implemented is presented in Table 19.

Table 19: Cost of implementing the BRT project

Project Element Total Cost Comments (Millions $) Infrastructure development 46 This will be used to design, construct and supervise infrastructure – bus lanes, interchange facilities, terminals and facilities for pedestrians. The trunk route is 32 kilometers in length, with one BRT lane per direction. Traffic engineering 27 This will cover the cost of ITS, designing of the traffic control system and supervision. Construction of bus depot 2 This will be used to construct a bus depot with parking areas, refuelling facilities, maintenance areas, office space for bus operators etc., Procurement of buses 11 Cost of procuring 90 articulated buses Marketing and branding 1 This will cover the cost of branding, promotion and education, awareness creation, sensitisation and other marketing activities Institutional strengthening 14 This will cover the cost of strengthening the MDAs, transport operators, MMDAs Monitoring, reporting and 1 This will be used to support the monitoring, evaluation and verification verification of project outcomes Total $102 million

The NAMA will be financed by the Government of Ghana, the local private sector, and foreign banks through concessionary loans and NAMA resources. The details of the financing are provided in Table 20.

Table 20: Source of finance (million $)

Project Element Total Cost Development NAMA GOG local private sector banks resources Infrastructure 46 40 6 developmentTraffic engineering 27 27 6 Construction of bus depot 2 2 Procurement of buses 11 6.6 1.0 3.4 Marketing and branding 1 1 Institutional development 14 10 141 Project outcome 1 1 MonitoringTotal 102 75.6 12 11 3.4

Government budgetary support

The Government of Ghana will play a key role in financing the project through the provision of funds for certain specific activities as well as facilitating the acquisition of soft loans for the private sector to undertake some of the activities in the proposed BRT. Specifically, the Ghana Government will finance marketing and branding of the BRT, monitoring and evaluation of the project as well as the

development of infrastructure to the tune of $11 million through in-cash and in-kind support. In-kind support will involve the provision of technical support from the various MDAs that are associated with the project.

Local private sector

The local private sector will contribute through the financing of the buses. Already, some banks have initiated products that finance the acquisition of buses for transport operators and therefore have experience in that area. Of the $11 million that is expected to be used to finance the acquisition of the buses, we expect the local private sector to finance about 31 per cent (about $3.4 million). We expect the government to facilitate this process and provide tax waivers that will make the investment more attractive to the local private sector. It is envisaged that members of the various transport unions, GPRTU and PROTOA will form groups and obtain loans to finance the buses.

International financing sources

Internationally, most funding for national infrastructural development that are climate friendly comes from loans and grants from public bilateral and multilateral institutions. It is therefore expected that funds for infrastructure development, traffic engineering, construction of the bus depot as well as the funding of the remaining 60 per cent of the $11 million earmarked for the procurement of buses ($6.6 million) will come from development banks in the form of grants and

Figure 6 : Financial architecture of the NAMA

concessionary loans as well as other climate funds. In addition, an amount of $21 million earmarked for institutional development, monitoring and the procurement of buses will come from NAMA resources. Potential sources of identified international funding can be found in the United Nations Development Programme’s Climate finance options portal: http://www.climatefinanceoptions.org/cfo/index.php

The financial mechanism for the project has been presented in figure 6. International resources will flow to banks accredited by the Bank of Ghana and MoF, which will be used to finance infrastructural development, depot construction, ITS and BRT service provisions through contractors as well as the purchase of the buses through the bus suppliers for the bus owners. The loan for infrastructural development and the purchase of the buses will be contracted by the Government of Ghana and the bus owners, respectively, through the accredited bank.

NAMA resources will flow to the NAMA coordinating entity, which will be used for marketing and branding of the BRT NAMA, strengthening institutions such as MRH, DUR, MLGRD, EPA, DVLA as well

as facilitating the MRV of the BRT NAMA. Some of the resources will also be used to subsidise the purchase of the buses.

Arrangements to finance the implementation of the NAMA

Arrangement to finance the implementation of the proposed BRT is in the initial stages. It is expected that the NAMA will be uploaded to the UNFCCC NAMA registry once the National Self Screening Committee has approved the project. Already, the Government of Ghana in its 2014 budget statement proposed to set up the Ghana Infrastructure Fund (GIF) to deal with the huge infrastructure deficit and to focus on strategic infrastructure that will lead to job creation and the growth of the economy. It is expected that the funds may indirectly benefit the proposed BRT.

GOG (Ministry of Finance) will lead a consultative process for all donors (bilateral, multilateral, etc.) to outsource the BRT strategy and to solicit budgetary support, i.e., through the Multi-Donor Budgetary Support (MDBS) programmes. In line with this, a Special Funds Account at the Bank of Ghana will be created for this purpose. The local bank accredited by the MoF will have the overall responsibility of managing the finance, both domestic and internal, while working in close collaboration with the MoT for oversight responsibilities.

NAMA coordinating entity NAMA approving entity Name of the Institution: Department of Urban Roads Environmental Protection Agency Contact Person: Samson Gyamerah Daniel Benefor

Address: Ministries, Accra Box MB 326, Ministries Post Office, Accra E-mail: [email protected] [email protected]

Tel: +233 277041214 + 233 246 114652

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GHANA Ministry of Roads and Transport National Self-Screening Committee (NSSC) Environmental Protection Agency