REPÚBLICA DE HONDURAS SECRETARÍA DE INFRAESTRUCTURA Y SERVICIOS PÚBLICOS
DATA COLLECTION SURVEY ON INTELLIGENT TRANSPORT SYSTEMS (ITS) IN AFRICAN REGION
FINAL REPORT
MARCH 2021
JAPAN INTERNATIONAL COOPERATION AGENCY （JICA）
PADECO CO., LTD. 6R ORIENTAL CONSULTANTS GLOBAL CO., LTD. JR 21-008
REPÚBLICA DE HONDURAS SECRETARÍA DE INFRAESTRUCTURA Y SERVICIOS PÚBLICOS
DATA COLLECTION SURVEY ON INTELLIGENT TRANSPORT SYSTEMS (ITS) IN AFRICAN REGION
FINAL REPORT
MARCH 2021
JAPAN INTERNATIONAL COOPERATION AGENCY （JICA）
PADECO CO., LTD. ORIENTAL CONSULTANTS GLOBAL CO., LTD.
Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
Table of Contents
EXECUTIVE SUMMARY page
CHAPTER 1 BACKGROUND AND OBJECTIVES OF THE SURVEY 1.1 Outline of the Survey ...... 1-1 1.1.1 Background ...... 1-1 1.1.2 Objectives ...... 1-1 1.1.3 Outline of the Survey ...... 1-1 1.1.4 Study Period ...... 1-1 1.2 Outline of the Report ...... 1-2
CHAPTER 2 MOMBASA – STATE OF PRACTICE ON TRANSPORT AND ITS 2.1 Outlook of Mombasa ...... 2-1 2.2 Transport System Development in Mombasa ...... 2-1 2.2.1 Review on Superior Urban and Transport Planning ...... 2-1 2.2.2 Review on the Preliminary Study ...... 2-4 2.2.3 State of Practice on Road Development, Transport and Traffic Management ...... 2-5 2.2.4 Reviews on Traffic Volume and Forecasts ...... 2-10 2.2.5 State of Practice on Business Development in Transport Sector ...... 2-14 2.3 ITS and ICT Application in Mombasa ...... 2-15 2.3.1 Traffic Signal Installation and Operations in Mombasa ...... 2-15 2.3.2 Reference: Traffic Signal Installation and Operations in Nairobi by KURA ...... 2-17 2.3.3 Traffic Surveillance System (Communication Infrastructures)...... 2-19 2.3.4 Traffic and Transport Information Provision Systems ...... 2-21 2.3.5 Public Transport Operation Management Systems ...... 2-23 2.3.6 Utilization of Mobile-phone Location Data for Transport Management ...... 2-23 2.3.7 Other ICT Interventions ...... 2-24 2.3.8 Institutional Settings for ITS ...... 2-25 2.3.9 Summary and Issues ...... 2-30
CHAPTER 3 ACCRA AND KUMASI - STATE OF PRACTICE ON TRANSPORT AND ITS 3.1 Outlook of Accra and Kumasi ...... 3-1 3.2 Transport System Development in Accra ...... 3-2 3.2.1 Review on Superior Urban and Transport Planning ...... 3-2 3.2.2 State of Practice on Road Development, Transport and Traffic Management ...... 3-9 3.2.3 Reviews on Traffic Volume and Forecasts ...... 3-12 3.2.4 State of Practice on Project Development in Transport Sector ...... 3-14 3.3 Transport System Development in Kumasi ...... 3-17 3.3.1 Review on Existing Urban Development Plan/Urban Transport Plan ...... 3-17 3.3.2 Infrastructure Sector Plans and Programmes for Greater Kumasi Sub-Region ...... 3-19 3.3.3 Transport Sector Plan and Programmes ...... 3-19
i Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
3.3.4 Transport System Development in Kumasi - Achievement and Suggestions of Urban Transport Project (UTP) 2007 – 2017 ...... 3-29 3.3.5 Information on Road Development ...... 3-29 3.3.6 Proposed Public Transport Projects for Greater Kumasi ...... 3-30 3.3.7 Traffic/Transport Regulations ...... 3-31 3.4 ITS and ICT Application in Accra ...... 3-32 3.4.1 Traffic Signal Installation along the QBS Corridor ...... 3-32 3.4.2 Other Signalization ...... 3-35 3.4.3 Communication Infrastructure Related to the Transport Sector ...... 3-36 3.4.4 Traffic Management Related Systems ...... 3-36 3.4.5 Traffic and Transport Information Provision Systems ...... 3-38 3.4.6 Public Transport Operation Management Systems ...... 3-38 3.4.7 Utilization of Call Detail Record (CDR) of Mobile Operators for Traffic Management ..... 3-39 3.4.8 Other ICT Interventions ...... 3-39 3.4.9 Institutional Settings for ITS and Related Legal System ...... 3-43 3.5 ITS and ICT Application in Kumasi ...... 3-49 3.5.1 Existing ITS Related Facility/ Equipment and Its O&M ...... 3-49 3.5.2 Other ITS / ICT Projects in Greater Kumasi ...... 3-55 3.5.3 Institutional Settings for ITS and Related Legal System in Kumasi ...... 3-59 3.6 Summary and Issues for Accra ...... 3-60 3.7 Summary and Issues for Kumasi ...... 3-62
CHAPTER 4 DAR ES SALAAM AND DODOMA STATE OF PRACTICE ON TRANSPORT AND ITS 4.1 Outlook of Dar es Salaam and Dodoma ...... 4-1 4.2 Transport System Development in Dar es Salaam ...... 4-2 4.2.1 Review on Superior Urban and Transport Planning ...... 4-2 4.2.2 State of Practice on Road Development, Transport and Traffic Management ...... 4-12 4.2.3 Reviews on Traffic Volume and Forecasts ...... 4-15 4.2.4 State of Practice on Project Development in Transport Sector ...... 4-17 4.3 Transport System Development in Dodoma ...... 4-17 4.3.1 Review on Superior Urban and Transport Planning ...... 4-17 4.3.2 Reviews on Traffic Volume and Forecasts of Dodoma ...... 4-20 4.3.3 State of Practice on Project Development in Transport Sector ...... 4-22 4.4 ITS and ICT Application in DSM and Dodoma ...... 4-22 4.4.1 Traffic Signal Installation and Operations in DSM/Dodoma ...... 4-22 4.4.2 Traffic Surveillance System (Communication Infrastructures)...... 4-25 4.4.3 Communication Infrastructure ...... 4-28 4.4.4 Traffic and Transport Information Provision Systems ...... 4-29 4.4.5 Public Transport Operation Management Systems ...... 4-30 4.4.6 Other ICT Interventions ...... 4-35 4.4.7 Institutional Settings for ITS ...... 4-41 4.4.8 Summary and Issues ...... 4-47
ii Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
CHAPTER 5 THE PROJECT FORMULATION ON TRAFFIC CONTROL SYSTEM 5.1 Traffic Control System ...... 5-1 5.1.1 Coordinated Signal Control...... 5-1 5.1.2 Actual Operation of Traffic Control System in Japan ...... 5-3 5.1.3 Improvement of Traffic Signal Control by Japanese Technology to Utilize Probe Car Data ...... 5-4 5.1.4 Operational Issues of Traffic Control System ...... 5-5 5.1.5 Additional Measures with Traffic Control Systems ...... 5-6 5.2 Traffic Control Projects Reviews ...... 5-11 5.2.1 Past Traffic Control Projects ...... 5-11 5.2.2 Other Issues ...... 5-13 5.3 New Movements in Traffic Control System ...... 5-15 5.3.1 Alternatives for Vehicle Detectors ...... 5-15 5.3.2 FMS for Traffic Control Improvement ...... 5-20 5.3.3 V2X ...... 5-22 5.3.4 5G Application for Traffic Control ...... 5-23 5.3.5 CCTV for Traffic Control ...... 5-25 5.4 Comparison of State of Practice of ITS/Traffic Signal System in Japan and Target 5 Cities, and Development Strategy ...... 5-26 5.4.1 Outline of Traffic Signal Development in Japan ...... 5-26 5.4.2 Consideration for the Target 5 Cities for ITS Development ...... 5-28 5.4.3 Other Suggestions on Procurement and Ownership ...... 5-30 5.5 Other ITS Technologies ...... 5-31 5.5.1 Standardization of Public Transportation Information with GTFS ...... 5-31 5.5.2 Management ...... 5-33 5.5.3 LPWA for Road Asset Management ...... 5-34 5.5.4 IRI Monitoring by Smartphone Application ...... 5-36
CHAPTER 6 DEVELOPMENT NEEDS AND PROJECT FORMULATION FOR MOMBASA 6.1 Summary of Project Proposals ...... 6-1 6.2 Project Implementation Scheme ...... 6-2 6.3 Selection of the Corridors and Intersections ...... 6-9 6.3.1 Strategy on Selection of Intersections ...... 6-9 6.3.2 Corridor Based Selection ...... 6-11 6.4 Prioritization for the Selected Corridors and Intersections ...... 6-18 6.4.1 Summary of Selected Intersections ...... 6-18 6.4.2 Initial Prioritization and Road Map ...... 6-20 6.4.3 Preliminary Cost Estimation ...... 6-20 6.5 Comprehensive Project Formulation ...... 6-24 6.5.1 Project Package ...... 6-24 6.5.2 Expenditure Item of Operation and Maintenance Cost ...... 6-28 6.5.3 Notes for Implementation ...... 6-30 6.5.4 Stakeholders’ Interests ...... 6-35 6.5.5 Further Measures to Ensure the Sustainability ...... 6-35
iii Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
CHAPTER 7 DEVELOPMENT NEEDS AND PROJECT FORMULATION FOR ACCRA AND KUMASI 7.1 Summary of Project Proposals for Accra ...... 7-1 7.2 Project Implementation Scheme for Accra ...... 7-2 7.2.1 Possibility on Area Wide Traffic Signal Control System Introduction ...... 7-2 7.2.2 Technical Cooperation for Road Safety ...... 7-4 7.3 Summary of Project Proposals for Kumasi ...... 7-8 7.4 Project Implementation Scheme for Kumasi ...... 7-9 7.4.1 Possibility on Introduction of Traffic Signal Using Corridor Based Control System ...... 7-9 7.4.2 Possibility on Technical Cooperation Project for Addressing Transport Issues ...... 7-13 7.4.3 Possibility on the Project for Development of Area Wide Traffic Control Systems ...... 7-14
CHAPTER 8 DEVELOPMENT NEEDS AND PROJECT FORMULATION FOR DAR ES SALAAM 8.1 Summary of Project Proposals ...... 8-1 8.2 Project Implementation Scheme for DSM ...... 8-2 8.2.1 Coordinated Traffic Signal Installation Project for BRT Corridors ...... 8-2 8.2.2 Passenger Information System for BRT ...... 8-5
CHAPTER 9 DEVELOPMENT NEEDS AND PROJECT FORMULATION FOR DODOMA 9.1 Summary of Project Proposals ...... 9-1 9.2 Project Implementation Scheme for Dodoma ...... 9-1 9.2.1 Signal Installation Project ...... 9-1 9.2.2 Project Implementation Scheme ...... 9-7
CHAPTER 10 SUMMARY AND FINDINGS 10.1 Outlook of ITS/Traffic Signal Needs ...... 10-1 10.2 Best Practices ...... 10-4 10.3 Issues on ITS/Traffic Signal Development ...... 10-5 10.4 Interests on ICT Application in Urban Transport ...... 10-7
APPENDIX Presentation on Summary of the Final Report
iv Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
List of Figures
page Figure 2.2.1 Region-wide Road Network Structure Plan ...... 2-2 Figure 2.2.2 Transport Structure Plan Proposal for Island ...... 2-3 Figure 2.2.3 Transport Structure Model Proposal for Island ...... 2-4 Figure 2.2.4 Proposed Signalization Locations (T-2&3) in the Preliminary Study ...... 2-5 Figure 2.2.5 Road Developments in Changamwe ...... 2-7 Figure 2.2.6 Plan of Changamwe Grade Separation ...... 2-7 Figure 2.2.7 On-street Permanent Signboard for Happy Hour ...... 2-9 Figure 2.2.8 Happy Hours "001-Express" from Makupa-Nyali Bridge ...... 2-9 Figure 2.2.9 Vehicle Traffic Volume in Mombasa, June 2015 (PCU) ...... 2-11 Figure 2.2.10 Traffic Situation in 2030 (PCU) ...... 2-12 Figure 2.2.11 Annual New Vehicle Registration with Major Classification ...... 2-13 Figure 2.2.12 Vehicle Traffic Volume in Mombasa 2015 (PCU) ...... 2-15 Figure 2.3.1 Locations of Signals, Roundabout, Happy Hours (One-way) ...... 2-16 Figure 2.3.2 Targeted Intersections by the Nairobi UTMS Plan ...... 2-18 Figure 2.3.3 KURA's Pilot CCTV and E-Police Installation in Nairobi ...... 2-19 Figure 2.3.4 Photos of CCTV Traffic Monitoring System of Mombasa ...... 2-20 Figure 2.3.5 Intersections with CCTV Monitoring ...... 2-21 Figure 2.3.6 E-parking Daily Revenue Reporting ...... 2-23 Figure 2.3.7 Organogram of the DTIPW ...... 2-26 Figure 2.3.8 DTI Capacity ...... 2-27 Figure 3.2.1 Proposed BRT Routes in the Arterial Bus System ...... 3-6 Figure 3.2.2 Proposed Railway Routes ...... 3-6 Figure 3.2.3 Proposed Road Network (On-going 25 Plans) ...... 3-7 Figure 3.2.4 Proposed Target Corridors for ITS Implementation ...... 3-7 Figure 3.2.5 Proposed Conceptual Urban Struture in Greater Accra RSDF ...... 3-8 Figure 3.2.6 UTP's Infrastructure Investment...... 3-10 Figure 3.2.7 BRT(QBS) Related Facilities in ACCRA ...... 3-11 Figure 3.2.8 BRT(QBS) Related Facilities in ACCRA ...... 3-12 Figure 3.2.9 Peak Hour Traffic Characteristics (2015) ...... 3-13 Figure 3.2.10 Modal Shre (2015) ...... 3-13 Figure 3.2.11 Major Trotro Registering Locations ...... 3-14 Figure 3.2.12 Quality Bus and Its Inside Equipment ...... 3-14 Figure 3.2.13 TroTro and Taxis Wait for Passengers at a Bus Stop for Quality Bus ...... 3-15 Figure 3.2.14 Enforcement Vehicle for GAPTE ...... 3-16 Figure 3.2.15 AFC Equipment and Related Equipment in the Bus ...... 3-16 Figure 3.3.1 Diagram of Spatial Development Framework for Greater Kumasi Conurbation 2033 .... 3-18 Figure 3.3.2 Traffic Assignment Result for Existing Case 2012 (Left), Without Case (Mid.) and With Case (Right) ...... 3-18 Figure 3.3.3 Urban Arterial Roads and Urban Collector Roads ...... 3-20 Figure 3.3.4 BRT Routes and Type B Bus Routes including Prioritized Route ...... 3-21 Figure 3.3.5 Dry Port, Truck Terminals and Bulk ...... 3-22
v Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
Figure 3.3.6 Location of Projects under Road Network Development ...... 3-24 Figure 3.3.7 Location Map of Projects under Signalisation and Intersection Improvement ...... 3-26 Figure 3.3.8 Location Map of Public Transport Development Sub-program Projects ...... 3-27 Figure 3.3.9 Location Map of Freight Transport Management Sub-program ...... 3-28 Figure 3.3.10 BRT Bus for KMA ...... 3-31 Figure 3.4.1 Traffic Control Center for Area Wide Traffic Signal Control in DUR ...... 3-34 Figure 3.4.2 Locations of Traffic Lights in AMA ...... 3-35 Figure 3.4.3 Accra Metropolitan Assembly (AMA) and Other Surrounding Assemblies ...... 3-37 Figure 3.4.4 Route Map for On-street Parking ...... 3-37 Figure 3.4.5 FMS for GAPTE QBS...... 3-38 Figure 3.4.6 Weighbridge Operation Condition ...... 3-41 Figure 3.4.7 Driving License Type ...... 3-42 Figure 3.4.8 RFID Card and Its Attached View of the Vehicle ...... 3-43 Figure 3.4.9 GHA Organogram ...... 3-46 Figure 3.4.10 MMT Bus Depot and MMT Bus Terminal ...... 3-48 Figure 3.5.1 Location of Signalised Intersections in Greater Kumasi ...... 3-50 Figure 3.5.2 Geometric Layout of the Innovative Signalised Roundabout ...... 3-51 Figure 3.5.3 Current Construction Stage of the Proposed Oduom Innovative Signalised Roundabout ...... 3-52 Figure 3.5.4 Weighbridge Station at Akom ...... 3-55 Figure 3.5.5 Student Buses Parked at the Terminal ...... 3-56 Figure 3.5.6 Traffic Signal at KNUST and Its Controller Boards ...... 3-57 Figure 4.2.1 Conceptual Map of Urban Transport Master Plan (Long-Term Vision) ...... 4-2 Figure 4.2.2 Plan to Be Commenced until 2025 ...... 4-3 Figure 4.2.3 Dynamic Signal Optimization and Public Transport Priority System ...... 4-4 Figure 4.2.4 Proposed Traffic Management Area by Traffic Optimization and ITS ...... 4-5 Figure 4.2.5 Real-time Traffic Information Provision ...... 4-5 Figure 4.2.6 BRT Network and Phased Development Program ...... 4-6 Figure 4.2.7 Photos of BRT Phase 1 Operatoin in DSM ...... 4-13 Figure 4.2.8 Vehicle Traffic Volume Summary ...... 4-15 Figure 4.2.9 Vehicle Traffic Volume Forecasts by Scenario in 2030 ...... 4-16 Figure 4.2.10 BRT Corridor PPHPD estimation ...... 4-16 Figure 4.3.1 Dodoma Capital City Masterplan Proposals ...... 4-18 Figure 4.3.2 Three Ring Road Development Plans in Dododma with Major Development ...... 4-19 Figure 4.3.3 Inner Ring Road Development Concept and Its Revisions ...... 4-20 Figure 4.3.4 Traffic Volume in Major Sections in Dodoma in Jan 2019 ...... 4-21 Figure 4.3.5 OD in Dodoma for Major Vehicle Categories ...... 4-21 Figure 4.4.1 Location of Traffic Signal in DSM ...... 4-23 Figure 4.4.2 Traffic Signal in Ndasha and Emmaus Junction, Dodoma...... 4-24 Figure 4.4.3 Photos of CCTV Weighbridge Monitoring System of Tanzania ...... 4-25 Figure 4.4.4 Operation of TANROADS Lena WeighBridge Station, Dodoma ...... 4-26 Figure 4.4.5 TTCL’s Optical Fiber Cable Route in Dodoma ...... 4-29 Figure 4.4.6 Operation of TANROADS Lena WeighBridge Station, Dodoma ...... 4-31 Figure 4.4.7 Operation of TARURA/NPK Parking Management System, Mwanza ...... 4-37 Figure 4.4.8 Example of TRA Vehicle Database Sharing: Toll Bridge Charging ...... 4-39
vi Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
Figure 4.4.9 DROMAS Screen Shots Showing Morogoro Road Surrounding in DSM ...... 4-40 Figure 4.4.10 A Sample of RAIS Output (2016 Accident Location Records in DSM) ...... 4-41 Figure 4.4.11 Organizational Structure and Relationship of the Stakeholders for DSM...... 4-43 Figure 4.4.12 Administrative Structure of DSM ...... 4-44 Figure 4.4.13 Administrative Structure of DSM ...... 4-45 Figure 5.1.1 Types of Signal Control ...... 5-1 Figure 5.1.2 Coordinated Signal Control ...... 5-2 Figure 5.1.3 MODERATO's Characteristics: Vehicles Detector Requirment ...... 5-3 Figure 5.1.4 Efforts to Reduce Traffic Congestion ...... 5-7 Figure 5.1.5 Improving the Road Structure ...... 5-8 Figure 5.1.6 Reduction in the Number of On-street Parking (Before/After Comparison) ...... 5-8 Figure 5.1.7 Reducing of Travel Time on Mejiro Avenue (Before/After Comparison) ...... 5-9 Figure 5.1.8 Reduction of Local Cargo Parking through Joint Cargo Sorting (Demonstration Experiment in Shinjuku, Tokyo) ...... 5-9 Figure 5.1.9 Image of Traffic Calming Proposal (Case of Osaka City Midosuji) ...... 5-10 Figure 5.1.10 Case Study of Placemaking in Shinjuku, Tokyo ...... 5-11 Figure 5.2.1 VMS Displaying Road Traffic Information and Advertizement ...... 5-14 Figure 5.3.1 Bluetooth Signal Detection Antenna (Left) and Bluetooth Signal Receiver (Right) ..... 5-15 Figure 5.3.2 The Constitution of the Simulation Experiment ...... 5-16 Figure 5.3.3 Screen Image of Waze...... 5-17 Figure 5.3.4 Road and Traffic Information Provision Application by INRIX ...... 5-17 Figure 5.3.5 Image of Traffic Information Collection and Integration by INRIX ...... 5-18 Figure 5.3.6 The Concept of Waze for Cities Data ...... 5-18 Figure 5.3.7 Example of Analysis Results in Open Traffic ...... 5-19 Figure 5.3.8 Example of Operating Behavior Diagnosis by FMS ...... 5-20 Figure 5.3.9 Pay How Your Car Insurance ...... 5-20 Figure 5.3.10 Image of an Interval Management System for Public Transportation ...... 5-21 Figure 5.3.11 Control Centre of the Land Transport Regulatory Authority (LATRA) ...... 5-21 Figure 5.3.12 Image of the Application with V2X ...... 5-22 Figure 5.3.13 Public Transportation Priority System (PTPS) by V2X Technology ...... 5-23 Figure 5.3.14 Prevention for Collision Accident at Intersection by V2X Technology ...... 5-23 Figure 5.3.15 Image of Remote Operation Using 5G ...... 5-24 Figure 5.3.16 The Relationship between Macrocells and Small Cells ...... 5-24 Figure 5.3.17 Image of 5G Utilization in Traffic Signal and Control Systems ...... 5-25 Figure 5.4.1 A Model for the ITS/Traffic Management System in Japan ...... 5-26 Figure 5.4.2 A Model for the ITS/Traffic Management System in Japan -with Individual Signals ... 5-27 Figure 5.4.3 Future Potential Model for the ITS/Traffic Management System in Japan ...... 5-27 Figure 5.4.4 A Model for the ITS/Traffic Management System Development for Dodoma, Mombasa and Kumasi Case ...... 5-28 Figure 5.4.5 A Model for the ITS/Traffic Management System Development for DSM Case ...... 5-29 Figure 5.4.6 A Model for the ITS/Traffic Management System Development for Accra Case ...... 5-30 Figure 5.5.1 GTFS File Structure ...... 5-32 Figure 5.5.2 An Example of Public Transportation Transfer Guidance Using GTFS ...... 5-32 Figure 5.5.3 Bus Companies That Adopt the Standard Bus Information Format in Japan ...... 5-32 Figure 5.5.4 Weigh-In-Motion (WIM) in Japan ...... 5-33
vii Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
Figure 5.5.5 An Example of On-Board Weighing (OBW) ...... 5-34 Figure 5.5.6 Image of Slope Monitoring Using LoRa ...... 5-35 Figure 5.5.7 Image of Flood Monitoring Using ELTRES ...... 5-36 Figure 5.5.8 Measurement by Using Profile Meter ...... 5-36 Figure 5.5.9 Road Surface Texture Measurement Vehicle ...... 5-37 Figure 5.5.10 IRI Mesurement by DRIMS ...... 5-38 Figure 5.5.11 3 Types of Installation Images of Smartphones ...... 5-38 Figure 5.5.12 System Architecture of Bump Recorder ...... 5-39 Figure 6.2.1 PIU Setting ...... 6-2 Figure 6.2.2 Concept of the 2-phased Operation ...... 6-8 Figure 6.2.3 Acceptable Options for the 2-phased Operation ...... 6-8 Figure 6.3.1 Area Characteristics and Future Road Network Development ...... 6-10 Figure 6.3.2 Area Characteristics and Future Road Network Development ...... 6-11 Figure 6.3.3 Corridor-Based Intersection Selection (Nyali – 2nd Nyali) ...... 6-12 Figure 6.3.4 Corridor-Based Intersection Selection (A8 and Sheik Abdullah) ...... 6-14 Figure 6.3.5 Corridor-Based Intersection Selection (Central District) ...... 6-15 Figure 6.3.6 Corridor-Based Intersection Selection (Nyali/Kisauni) ...... 6-16 Figure 6.3.7 A Sample of Revesible Lane Control Equipments ...... 6-17 Figure 6.4.1 Selected Intersections with Cvil Work Load (CBD and Nyali) ...... 6-18 Figure 6.4.2 Selected Intersections with Cvil Work Load (Whole Region) ...... 6-19 Figure 6.4.3 Summary of Selected Intersections with Cvil Work Load (Whole Region) ...... 6-19 Figure 6.4.4 Target Intersections/Corridors for Cost Estimation ...... 6-22 Figure 6.5.1 VMS Location and Expected Traffic Diversion ...... 6-25 Figure 6.5.2 Image of the Reversible Lane Installation ...... 6-26 Figure 6.5.3 Reference: Maximum Queue Length in Peak Hours (Sep 2020) ...... 6-33 Figure 7.2.1 A Model for the ITS/Traffic Management System Development for Accra Case ...... 7-4 Figure 7.2.2 Japan's V2X Demonstration in India ...... 7-5 Figure 7.2.3 Fatalities Involved Road Traffic Accidents in the Cape Coast Metropolitan Area ...... 7-6 Figure 7.2.4 Image of Transport Data Platform ...... 7-7 Figure 7.4.1 A Model for the ITS/Traffic Management System Development for Kumasi Case ...... 7-10 Figure 7.4.2 Target Corridors for the Corridor Based Control Signal (Tentative) ...... 7-10 Figure 7.4.3 Sample Case: Social Experiment of Smart Parking System in Istanbul (2014) ...... 7-13 Figure 8.2.1 Proposed Project Background for Coordinated Signal Installation ...... 8-2 Figure 9.2.1 Existing Junctions in Dodoma ...... 9-2 Figure 9.2.2 Signalization Concept for Dodoma ...... 9-3 Figure 9.2.3 DSM Corridor Coordination and Inner Ring Road ...... 9-5 Figure 9.2.4 DSM Corridor Coordination ...... 9-6 Figure 9.2.5 DSM Corridor Coordination ...... 9-7 Figure 10.4.1 Share of African Venture Capital Investment in 2019, by Country ...... 10-11
viii Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
List of Tables
page Table 1.1.1 First Stage Site Visit ...... 1-2 Table 1.1.2 Stakeholder Meetings ...... 1-2 Table 2.1.1 Outlook of Mombasa ...... 2-1 Table 2.2.1 Trial Traffic Counting Comparison – at Miritini ...... 2-13 Table 2.2.2 Number of Fatalities and Injuries in Traffic Accidents in Mombasa ...... 2-14 Table 2.2.3 Classification of Victims in Traffic Accidents in Mombasa ...... 2-14 Table 2.3.1 Transport Administration Demarcation for Mombasa ...... 2-25 Table 2.3.2 CGM Budget 202019/20 ...... 2-28 Table 2.3.3 DPWTI Budget ...... 2-29 Table 2.3.4 Summary of Findings for Mombasa ...... 2-30 Table 3.1.1 Outlook of Accra and Kumasi ...... 3-1 Table 3.2.1 Major Revisions from the Original Scope of the Project in UTP ...... 3-3 Table 3.2.2 Road Accessibility Index ...... 3-8 Table 3.3.1 Road Network Scheme Proposed Interventions ...... 3-23 Table 3.3.2 Intersection Improvement Program ...... 3-25 Table 3.3.3 Public Transport Development Projects ...... 3-26 Table 3.3.4 Freight Transport Management Sub-program ...... 3-28 Table 3.3.5 Current Projects on Going in Kumasi under the Jurisdiction of DUR ...... 3-29 Table 3.4.1 Transport Administration Demarcation for Accra ...... 3-44 Table 3.6.1 Summary of Findings for Accra ...... 3-60 Table 3.7.1 Summary of Findings for Kumasi ...... 3-62 Table 4.1.1 Outlook of DSM and Dodoma ...... 4-1 Table 4.2.1 Proposed ITS Scope for BRT Phase 1 by DART ...... 4-7 Table 4.2.2 ITS Priority Area and Proposed Strategic Approaches ...... 4-9 Table 4.4.1 Transport Administration Demarcation for DSM/Dodoma ...... 4-42 Table 4.4.2 Summary of Findings for DSM and Dodoma ...... 4-47 Table 5.1.1 Comparison of Major Traffic Signal Control System ...... 5-3 Table 5.1.2 The Each Component of the Traffic Signal System and Individual Responsible Party on O&M ...... 5-5 Table 5.3.1 Data Items Provided by Waze (Left: Posted Event Information / Right: Congestion Information) ...... 5-19 Table 6.1.1 Proposed Short Term Project ...... 6-1 Table 6.1.2 Proposed Middle to Long Term Project ...... 6-1 Table 6.2.1 Options of Communication Systems between Roadside Controller and Traffic Control Center ...... 6-4 Table 6.2.2 Prospective Institutional Task Demarcation (Tentative Draft) ...... 6-4 Table 6.2.3 Technical Issues by Implementation Stage ...... 6-4 Table 6.2.4 Classification of Intersection Civil Work Load ...... 6-7 Table 6.3.1 Nyali Corridor ...... 6-12 Table 6.3.2 A8 Corridor ...... 6-14
ix Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
Table 6.4.1 Cost Estimation for Coordinated Traffic Signal and Intersection Improvements (Summary), USD ...... 6-21 Table 6.4.2 Cost Estimation Settings for Intersection Improvements (Detail), M USD ...... 6-23 Table 6.5.1 Cost Estimation for Whole Package (All corridors) ...... 6-27 Table 6.5.2 Cost Estimation for Prioritized Corridors (Prioritized 2 Corridors) ...... 6-27 Table 6.5.3 Cost Estimation for Prioritized Corridors (Prioritized 3 Corridors) ...... 6-28 Table 6.5.4 Prospected Operation and Maintenance Cost of the System to Be Introduced ...... 6-28 Table 6.5.5 Estimated Operation Cost for the Prioritized 2 Corridors ...... 6-29 Table 6.5.6 Estimated Maintenance Cost for the Prioritized 2 Corridors ...... 6-29 Table 6.5.7 Necessary Items on Replacement Cost (Depreciation Cost) and Modification Cost in the Future for Sustainable Operation ...... 6-30 Table 6.5.8 Present Traffic & Passenger Volume along the Target Corridors ...... 6-31 Table 6.5.9 Expected Target Performance Index ...... 6-32 Table 6.5.10 Reference: Actual Vehicle Travel Time in Peak Hours (Oct 2020) ...... 6-32 Table 6.5.11 PDM for Traffic Control System Installation in Mombasa ...... 6-35 Table 6.5.12 Stakeholder Inetrests and Further Actions ...... 6-35 Table 7.1.1 Proposed Short Term Project ...... 7-1 Table 7.1.2 Proposed Middle to Long Term Project ...... 7-1 Table 7.2.1 A Comparison of Major Traffic Signal Control System ...... 7-3 Table 7.3.1 Proposed Short Term Project ...... 7-8 Table 7.3.2 Proposed Middle to Long Term Project ...... 7-8 Table 7.4.1 Executing Agency and Related Organizations in the Project Implementation and O&M Stage (Tentative) ...... 7-12 Table 8.1.1 Prpposed Short Term Project ...... 8-1 Table 8.1.2 Proposed Middle to Long Term Project ...... 8-1 Table 9.1.1 Proposed Short Term Project ...... 9-1 Table 9.2.1 Options of Communication Systems between Roadside Controller and Traffic Control Center ...... 9-9 Table 9.2.2 Prospective Institutional Task Demarcation (Tentative Draft) ...... 9-9 Table 9.2.3 Points to Be Considered ...... 9-9 Table 10.1.1 ITS Approach by City Category in Africa ...... 10-2 Table 10.2.1 ITS Approach by City Category in Africa ...... 10-4
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Abbreviation and Typical Terminology
Abbreviation/ Brief Descriptions Terminology AI Artificial Intelligence: It is said 3rd AI boom now. The trigger of it was appearance of “Deep Learning” and this technology exceeded recognition capability of human at the contest of stationary picture in 2015. CAN Controller Area Network: This is one of the communication standards. The function of it connects electronic circuit and individual device in cross-sectional manner in the machine like vehicle. In 1986, Robert Bosch; the well-known major vehicle parts manufacturer in Germany developed it and standardized as ISO 11898 in 1993. In automobile, an electronic controller is connected to engine, brake, sensor or other components, and collecting condition data from each component and transmitting control data. Those data are called as CAN Data. CASE In 2016 at Paris Motor show, Dr. Dieter Zetsche, CEO of Daimler and Head of Mercedes‑Benz Cars, presented the company's strategy for the mobility of the future: "Connectivity”, “Autonomous driving”, “Sharing” and “Electric” drive systems. CASE is related to the technology and S is related to business model. It also expresses that the business model will be forced to change by the technology evolution. CDR Call Detail Record: When CDR is used, location data of a cellular mobile phone is identified with time. The location data includes error within the range of base station of the cellular mobile phone. It is also impossible to identify the transport mode of individual data. DSRC Dedicated Short Range Communications: DSRC is developed within the short distance radio communication technology between on board unit in the vehicle and roadside equipment whose distance is estimated up to around 30m. The frequency range of DSRC is 5.8GHz ISM band, which means Industry, Science and Medical use band. The DSRC technology includes both unidirectional and bidirectional radio communication. GTFS General Transit Feed Specification: It is open format for public transportation including timetable and geographical location information. If such information opens with common format, route search application development becomes easier which includes two or more different public transportation information. IoT Internet of Things: IoT is the mechanism to control things multilaterally by which various things are connected to the Internet and exchanged information/data. ISM band Industry Science and Medical： ISM radio frequency band is secured for Industry, Science and Medical use except for the telecommunication purpose by International Telecommunication Union. ITS Intelligent Transport Systems: ITS is a general term for the systems, which exchange information among person, road and vehicle, to address the various road transport problems such as traffic congestion, traffic accident, environment pollution, and so on. MaaS Mobility as a Service: MaaS is the concept to provide mobility to the users seamlessly using various types of means of transportation except for the mean of private owned vehicle. Users are normally use smartphone application including function of route search, transport mean check, use the service, and making payment. MAC Address A media access control address (MAC address) is a unique identifier assigned to a network interface controller (NIC) for use as a network address in communications within a network segment. The MAC address is used for measuring the travel speed of the vehicles by matching the unique ID in different locations. MODERATO Management by Origin-DEstination Related Adaptation for Traffic Optimization M-Pesa M-Pesa is a mobile phone-based money transfer service, payments and micro-financing service, launched in 2007 by Vodafone Group plc and Safaricom, the largest mobile network operator in Kenya.
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Abbreviation/ Brief Descriptions Terminology NFC Near Field Communication: NFC is a kind of individual recognition technology using radio communication called RFID. It is unionized common radio communication technology in the world for near field. QR code QR code is a 2-dimensional matrix code developed by DENSO Japan in 1994.QR is abbreviation of Quick Response which aims high speed reading as one of the objectives of this technology. RFID Radio Frequency Identifier: RFID is a technology to exchange information/data by radio communication up to around 5m between RF tag including ID information and reader/writer for it. SCAT Sydney Coordinated Adaptive Traffic System SCOOT Split Cycle Offset Optimization Technique (British Standard Traffic Signal Control Method) Uber Ride hailing website and application operated by Uber Technologies, USA USSD Unstructured Supplementary Service Data: USSD is a message exchange technology that can be used for GSM (Global System for Mobile). With USSD, text messages can be exchanged between mobile phone handsets. Application programs for text chatting on mobile phones are also available. V2X Vehicle to Everything and is a communication technology that includes V2V (vehicle-to- vehicle), V2M (vehicle-to-motor cycle), V2P (vehicle-to-pedestrian), V2N (vehicle-to- network), and V2I (vehicle-to-infrastructure), and is a fundamental technology for recently connected vehicles. VICS Vehicle Information and Communication System: VICS is a system that delivers road traffic information such as traffic congestion and traffic regulations to the car navigation system in real time basis using FM multiplex broadcasting and beacons installed at roadside. VICS information is provided 24 hours a day, 365 days a year, and is used to search routes and avoid traffic congestion using a car navigation system. Waze Waze is GPS based smartphone application developed by Waze Mobile which was established in Israel. Google acquired it in June 2013, and currently it is one of the subsidiaries of Google. WIM Weigh-in-Motion: A system to detect an overload heavy vehicle by measuring its axle load while it is in motion Big Data It is the term expressing vast and complicated data which is not able to handle by normal data management or processing software. It was used originally in the process of data mining which is a technology to extract some kind of knowledges by applying some kinds of data analysis to the vast data. However, after 2010, media picked up frequently as showing a trendy key word, then it becomes popular.
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Official Name of Organizations
Ghana BRRI Bridge and Road Research Institute DFR Department of Feeder Roads DUR Department of Urban Roads DVLA Driver and Vehicle Licensing Authority GHA Ghana Highway Authority GhIPSS The Ghana Interbank Payment and Settlement Systems Limited (GhIPSS) is a wholly owned subsidiary of the Bank of Ghana. It was incorporated in May 2007 with a mandate to implement and manage interoperable payment system infrastructures for banks and non-bank financial institutions in Ghana. MLG Ministry of Local Government MMT Metro Mass Transit Limited MOT Ministry of Transport MRH Ministry of Roads and Highways MTTD (Ghana Police Service) Motor Traffic and Transport Department NCA National Communications Authority NIB National Investment Bank NRSA National Road Safety Authority (former National Road Safety Commission) GAPTE Greater Accra Passenger Transport Executive Kenya CA Communications Authority of Kenya CGM County Government of Mombasa DICT Department of Information and Communication Technology (in CGM) DTIPW Department of Transport, Infrastructure and Public Works (in CGM) DTI Department of Traffic Inspectorate (in CGM) KeNHA Kenya National Highway Authority KRA Kenya Revenue Board KRB Kenya Roads Board KRC Kenya Railways Corporation KURA Kenya Urban Roads Authority MOA Matatu Owners Association NaMATA Nairobi Metropolitan Area Transport Authority NCCG Nairobi City County Government UON University of Nairobi NTSA National Transport and Safety Authority TUM Technical University of Mombasa Tanzania AIT Arusha Institute of Technology DART Dar Rapid Transit Agency DCC Dar es Salaam City Council
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DIT Dar es Salaam Institute of Technology DUTA Dar es Salaam Urban Transport Authority eGA Electronic Government Authority LATRA Land Transport Regulatory Authority MOHAS Ministry of Home Affairs MoWTC Ministry of Works, Transport and Communications (available until Dec 2020) MoWT Ministry of Works and Transport (newly organized in Dec 2020) MoCIT Ministry of Communications and Information Technology (newly organized in Dec 2020) NRSC National Road Safety Committee RFB Road Fund Board TANESCO Tanzania Electric Supply Company limited TANROADS Tanzania National Roads Agency TARURA Tanzania Rural and Urban Road Agency PO-RALG President’s Office, Regional Administration and Local Government TCRA Tanzania Communications Regulatory Authority TEMESA Tanzania Electrical Mechanical and Electronics Service Agency TIRA Tanzania Insurance Regulatory Authority TPF Tanzania Police Force TRA Tanzania Revenue Authority TRC Tanzania Railway Corporation TTCL Tanzania Telecommunications Corporation UDART UDA Rapid Transit Public Limited Company owned by Shirika la Usafiri Dar es Salaam Limited (UDA). Bus service operation is contracted out from DART. Japan MLIT Ministry of Land, Infrastructure, Transport and Tourism NTT Nippon Telegraph and Telephone Corporation Others AFD Agence française de développement AfDB African Development Bank COMESA Common Market for Eastern and Southern Africa EAC East African Community ECOWAS Economic Community of West African States IDA International Development Association (The World Bank Group) ITU International Telecommunication Union KOICA Korea International Cooperation Agency MMDA Metropolitan Manila Development Authority (in Philippines) MTA Metropolitan Transportation Authority (in New York city and surrounding area) RATP Régie Autonome des Transports Parisiens (in France) SADC South African Development Community SATTC SADC's Transportation and Communication Technology Committee
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TRL TRL Limited, formerly Transport Research Laboratory (An independent private company. Originally established by the UK Government as the Road Research Laboratory (RRL) and privatized in 1996.) WB The World Bank
Other Abbreviations
AEDU Audible Electric Display Unit AFC Automatic (Automated) Fare Collection ANPR Automatic Number Plate Recognition) AP Access Point APTM Advanced Public Transport Management AVL Automatic Vehicle Location B/D Basic Design BRT Bus Rapid Transit CBD Central Business District CBT Computer Based Testing CCTV Closed-Circuit TeleVision (CCTV camera) CESS CESS is a tax on the movement of agricultural produce raised by Local Authorities in Kenya. CFS Container Freight Station CMP The Comprehensive Master Plan in the Mombasa Gate City CUPID Consensus for Urban Transport and Policy Improvement in Dar es Salaam (CUPID) is the name of the Capacity Building Project implemented during 2011-2018 CVM Card Vending Machine Dala dala Dala dala are minibus share taxis in Tanzania DR Disaster Recovery DRIMS Dynamic Response Intelligent Monitoring System DROMAS District Road Management System (in Tanzania) DSM Dar es Salaam DSSS Driving Safety Support Systems ETC Electronic Toll Collection FMS Fleet Management System F/S Feasibility Study G/A Grant Agreement GePG Government electronic Payment Gateway (in Tanzania) GIS Geographic Information System GNSS Global Navigation Satellite System GPS Global Positioning System GWT Gross Weight Tonnage HR Human Resources ICD Inland Container Depot
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ICR Implementation Completion and Results Report ICT Information and Communication Technology I/F Interface ISUTP Integrated Strategic Urban Development Plan (in Kenya) IRI International Roughness Index JCC Joint Coordination Committee JST JICA Study Team KES Kenyan Shilling LCD Liquid Crystal Display LoRa Long Range LPWA Low-Power Wide-Area, (LPWAN: Low-Power Wide-Area Network) LTE Long Term Evolution Matatu Privately owned minibuses used as public transportation in Kenya MGB Mombasa Gate Bridge MRT Mass Rapid Transit NMS Network Monitoring System/Network Management System NMT Non-Motorized Transport OBU On-Board Unit OBW On-Board Weighing OD survey Origin and Destination survey OFC Optical Fiber Cable OSBP One-Stop Border Post OSC On-site Controller PCU Passenger Car Unit POS Point of Sale PPHPD Passenger Per Hour Per Direction PPP Public Private Partnership PSV Passenger Service Vehicle (in Kenya) PTPS Public Transportation Priority System QBS Quality Bus Service RA Roundabout RADMS Road Accident Data Management System RAIS Road Accident Information System (in Tanzania) RECs Regional Economic Communities RMMS Road Maintenance Management System RoW Right of Way SEZ Special Economic Zone SGR Standard Gauge Rail SIM Subscriber Identity Module SMS Short Message Service SNS Social Network Service
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TA Technical Assistance TCC Traffic Control Center TDM Transportation Demand Management TDV Tanzania Development Vision TEU Twenty-foot Equivalent Unit: TEU is the unit showing approx. cargo volume and it is used for carrying capacity of container ship or container terminal handing capacity TIN Tax Identification Number TMC Transport Management Center TOD Transit-Oriented Development Tro tro In Ghana and neighboring countries tro tros are privately owned minibus share taxis that travel fixed routes leaving when filled to capacity TSC Time Stamp Counter TSH Tanzania Shilling TSV Tourist Service Vehicle (in Kenya) TTTFP Tripartite Transport and Transit Facilitation Programme UNECE United Nations Economic Commission for Europe UPS Uninterruptible Power Supply UTC Coordinated Universal Time VMS Variable Message Sign VPN Virtual Private Network VTS Vehicle Tracking System WCO World Customs Organization
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EXECUTIVE SUMMARY
ES.1 ITS and Signalization Needs in the Target Five Cities The interests in traffic signal installation varies among the four cities, due to each city’s population, urban function, development stage and progress of the pipelined projects. Not only in the target cities, it is common that the ITS application is needed in the second most populated cities.
(1) Mombasa Both the County Government of Mombasa (CGM) itself and other stakeholders acknowledge that the city's traffic management administration is led by CGM. Traffic management is skillfully divided between the Department of PWTI (Public Work and Transport Infrastructure), which is the planning and investment management entity, and the Inspectorate Division, which is responsible for operational and monitoring activities. CGM has experience in applying timed one-way and reversible lane regulations at three to four locations in the city and is proactive in traffic management. The three signals currently in operation are independently controlled, and there is no prior coordinated signal control. The remaining roundabout intersections are to be reshaped when the signals are introduced. CGM is not negative on the removal of the roundabout, which requires coordination with the national road agencies, KeNHA and KURA. (See chapter 2) This study proposed a package of traffic management with corridor-based coordinated signal installation, variable traffic information signage and reversible lane management with ITS technologies. The coordinated signal installation main proposal covered 35 intersections, along 5 major corridors, including several prioritization options. The proposal covers a traffic control center development and necessary geometrical improvement work of the intersections. (See chapter 6 for detail)
(2) Greater Accra Metropolitan Area The coordinated signals have been introduced along the Amasaman corridor in July 2019; additionally, individual control signals have already been introduced on other trunk roads. Arterial intersections in the city are already grade-separated, and the penetration degree of grade-separated intersection is much higher than Nairobi and Dar es Salaam. Because of the good state of road development, the introduction of additional signals also requires minimal civil engineering work. However, the presence of the coordinated signal system in place will influence the technical interface coordination if the city requires whole coordinated signal system. Ghana government seems to be negotiating with China for a 2nd phase signal development in Accra, which may require more technical complexity for whole city management. (see chapter 3 for current situation and chapter 7 for proposals)
(3) Kumasi There are no coordinated signals, however, there are 36 individual signalized intersections in the city. ITS plans for coordinated signals with the BRT operation were proposed by the World Bank study. The expected outer ring road construction shall be a key for further traffic management in Kumasi. This study suggested to develop corridor-based ITS coordinated signal installation to realize the green- wave traffic operation for the in-coming and out-going traffic to the radial road sections out of the inner
S-1 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report ring road. Intersections along the inner ring road handles heavy traffic in the city network are planned to be grade-separated junctions as a permanent solution. (see chapter 3 for current situation and chapter 7 for proposals)
(4) Dar es Salaam BRT Phase 1 Project along the Morogoro corridor has installed signals, but no coordinated control neither PTPS (public transport prioritization systems), it’s just a fixed timing operation; DART (Dar es Salaam Rapid Transit Ltd, the BRT owner and operator) is preparing for the coordinated signal implementation projects at the same time of the BRT improvements, and DART’s ITS study report is being finalized. The current TANROADS is in the position to follow DART's ITS plan; Technically, ITS system needs to follow SATTC's (SADC's Transportation and Communication Technology Committee) technical standards. The revised transport masterplan in 2018 also underlined the necessity of the city-wide traffic management by 2025. (see Chapter 4) The proposal for Dar es Salaam is temporary, due to difficulty of Covid-19, however, this study proposed that the corridor-based signalization with PTPS function are essential, for the completed phase 1 corridor, and on-going phase 2 corridor. This study also identified the needs for ICT application, including automatic fare collection, passenger information system, operation management improvements. (See chapter 8)
(5) Dodoma Although the city is small in size and traffic volume is low due to a reduction in passing traffic attributed to the future construction of the ring road, the need for road safety is high and the demand for adaptive control is high. There is an interest in coordinated signaling in anticipation of the future along the main corridor connecting center of the city and the government city, where most national administrative institutes will be moved into. (see chapter 4 for current situation and chapter 9 for proposals)
ES.2 ICT Application Possibilities in Traffic Management This study identified a cross-cutting issues of the ITS and ICT application in the transport sector, with state- of-the-art applications of ITS/ICT development.
(1) Probe car / V2X application The recent technical trend in Japan suggested the real-time information of traffic flows collected by the “probe cars” can combine with the data collection function of the on-site sensors of the traffic signals. This may change the scope of development of the ordinary traffic signal development project with on-site sensor development, which increased the initial cost for equipment, setting, cabling and operation cost. The study team proposes the “probe car data utilization” in addition to the reduced number of sensors in traffic control system. Even though it requires communication cost, the probe car information can be used for other purposes for ITS and “smart city” operation as well as minimize the initial cost. (see chapter 5.3 to 5.4) Vehicles from major manufacturers will be compatible to V2X technologies, even in African market, which can be utilized as “probe cars”, PTPS for bus priorities, emergency vehicle prioritization and optimized assignment, and vehicle safety. (see Chapter 5.3)
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(2) Additional revenue by advertisement The study team proposes that revenues of road-side advertisement can be used to budget for the maintenance and renewal of ITS facilities. Moreover, the study team proposes the new visible advertisement space should be delivered on the poles of the signal equipment, for securing additional revenue. (see chapter 5.2.2) Two cities in the study have adopted ICT in their parking fee collection. In this study, parking fee revenue was expected as a financial source for the operation and renewal of ITS facilities, but the parking management is also expected to be the target of ITS application. See sections 2.3.4 for Mombasa, 3.3.4 for Accra, and 4.4.6 for Tanzanian case.
(3) Traffic Safety Improvement in intercity bus The intercity bus FMS application for over speeding enforcement by LATRA in Tanzania was one of the noteworthy findings in this study. The LATRA system was also applied to international bus services from neighboring countries, and the neighbor governments visit the LATRA for further application in their countries. It can be proposed that dissemination of the international FMS system for over speeding enforcement can be initiated by the regional economic communities (RECs) in Africa. See section 4.4.5 for details.
(4) Data sharing platform Tanzania has the advantage in data sharing/utilization. The revenue authority, police and vehicle registration authority always share the vehicle registration records in digital format and utilize the records for taxation, road-worthiness inspection, and enforcement respectively through government-owned data platform with e-payment function. (see section 4.4.6) There are pros and cons for the Tanzanian interventions and data sharing/utilization which seems influenced by the traditional socialist country background; however, the traffic management system always requires strong governance and enforcement.
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CHAPTER 1 BACKGROUND AND OBJECTIVES OF THE SURVEY
1.1 Outline of the Survey
1.1.1 Background Economic development has led to a rapid increase of motor vehicles in developing countries, and the infrastructure is suffering to keep up with the demands. As a result, chronic congestion occurs during peak commuting hours in the urban area of major cities, which also results in traffic accidents and air pollution. As one of the countermeasures for those traffic problems, Intelligent Transport Systems (ITS) has been applied in many countries. However, the applied conditions of ITS are varied due to different traffic conditions and problems. As the ITS related technology has been comprised of the wide variety of technical elements, appropriate ITS technology should be introduced through the analysis process of suitability to the conditions of individual countries/cities and existing traffic control/management systems. In addition, telecommunications network and its technology which is the base infrastructure of ITS are rapidly changing. It should be considered that needs of ITS introduction seems very high for cities in Africa, and it is necessary to collect the information/data and identify the needs on ITS technology applicability.
1.1.2 Objectives The objectives of the survey are shown below; (1) Survey on existing conditions on ITS: collect the data/information on the existing ITS related equipment and utilization conditions on it (2) Recommendations on Introducing Technology on ITS: prepare the recommendations on ITS technology to be introduced in the objective cities (3) Study on Japan’s Cooperation Program/Project on ITS: study on the potential cooperation program/project on ITS from Japan through the suitable cooperation scheme
1.1.3 Outline of the Survey The consultant team will visit Accra (Ghana), Mombasa (Kenya), Dar es Salaam and Dodoma (Tanzania) (hereinafter referred to as “target cities”) and collect the data/information for surveying the applicability of ITS technology for the target cities, and consider the potential cooperation project to be extended from Japan in future. Kumasi (Ghana) was added into the target cities in midstream of the study.
1.1.4 Study Period
(1) First Stage Site Visit The study team will collect data/information on ITS through the meetings.
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Table 1.1.1 First Stage Site Visit
No. Period Country City 1 January 6 – 28, 2020 Kenya Nairobi and Mombasa 2 January 29 – February 21, 2020 Ghana Accra 3 February 22 – March 19, 2020 Tanzania Dar es Salaam and Dodoma Source: JICA Study Team
(2) Second Stage Coordination Originally, the second stage site visit was planned for discussing/exchange opinions on potential program/project in the draft final report, however, the visit was cancelled due to the pandemic of COVID- 19. The study team conducted individual meetings and group meetings via teleconference system with stakeholders during September to January 2020, as shown in the table below. The materials for the stakeholder meetings are aggregated as a summary of the Final report and attached in the Appendix, which covers the summary of the Draft Final Report specified in the TOR. The details of discussions in the stakeholder meetings were presented in the Chapter 6, 7, 8, and 9 respectively. Table 1.1.2 Stakeholder Meetings
No. Date Country City 1 16 September, 2020 Kenya Nairobi and Mombasa 2 20 November, 2020 Tanzania Dar es Salaam and Dodoma 3 January 22. 2021 Ghana Accra and Kumasi Source: JICA Study Team
1.2 Outline of the Report The chapter 1 (this chapter) is the introduction of study itself. The chapter 2 to 4 present the state of practice of traffic control and ITS in the target countries for the common viewpoints. First, the review for the transport planning and situation of urban transport. Secondly, ITS application in the target cities are explained. If the application has quite advanced aspects, the case is presented with “Best Practice Icon” as shown in the right hand. This study identified nine best practice applications in total. This study focuses on the urban transport, however, good ITS applications for intercity and regional transport management are also introduced. In the end of those chapters, summary of the finding, and issues for further development are summarized. These chapters will give a comprehensive knowledge and latest status of traffic control activities in the target countries. These chapters will be useful for planners and developing partners to understand local situation in Africa, and also will be a resources for staffs of local administrative agencies in Africa to find their positions by comparing with those target cities. The chapter 5 is assessment of recent ITS technologies and discussing applicability of the latest technologies to the target cities, mainly on traffic control system. This chapter gives a review of the issues of the past and present traffic control system development project implementation, and possible traffic control project formulation incorporating the latest technologies. This chapter also introduce the ICT technologies mainly from Japan applicable to the issues shown in the chapters 2 to 4. The chapter 5 contains detail technical information; therefore, it will correspond to the further technical expectation of engineers and planners.
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The chapter 6 to 9 are the project formulation proposals for the target 5 cities, corresponding to issues listed in the chapter 2 to 4, and applying the technologies proposed in the chapter 5. The chapter 6 gives deeper technical consideration on traffic control system development in Mombasa, so it contains larger analysis than other cities. For the other four cities, potential ITS projects are listed and formulated. The chapter 6 can be used as a referable material for local administrative staffs and engineers for formulation of ITS projects. The chapter 10 presents the summary of analysis and findings, with cross-sectional assessment of the viewpoints. This also contains suggestions of the ITS and traffic control system application by three types of cities in different development stages. Common institutional and technical issues to be discussed are listed with actual approaches in the target cities. Technical interests in the target cities are also summarized which may be suggestions for the other cities in Africa. These summaries can be useful for the planners and staffs in developing partner organizations.
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CHAPTER 2 MOMBASA – STATE OF PRACTICE ON TRANSPORT AND ITS
2.1 Outlook of Mombasa The following table summarizes the major setting of the County of Mombasa. Table 2.1.1 Outlook of Mombasa
Item Details Population In the Mombasa ITS / NMT survey in 2019, it is estimated to be around 1.3 million. According to the latest census conducted in 2019, it is reported as 1,208,333 residents and 378,000 households (KSBN). Features of the It was developed as a port city in the Commonwealth from the end of the 19th century, and the city structure city of the period remains in the city center. Currently, it consists of four districts: ⅰ) Island (Mvita), ⅱ) North (Nyali, Kisauni), ⅲ) West (Changamwe, Jombu), and ⅳ) South (Likoni). Mombasa Port is the largest port on the coast of East Africa, and the container handling volume exceeds 1 million TEU per year. CFS (Container Freight Station) and empty container yards that handle containers that cannot be handled in the harbor are scattered throughout the city. Around 70% of the residents are squatters in slum districts. Major traffic The traffic congestion in Mombasa and its surroundings is due to the geographical mix of its urban function problems as a hub city with the second largest population in the country and its logistics function as the gateway to the northern corridor in the East African region. In addition to traffic congestion caused by port logistics entering and exiting the Mombasa Port located on and around the island, due to the lack of appropriate public transportation services, traffic congestion due to rapid population growth and urbanization is becoming a serious urban problem. The government's At the national level, the expansion of the container terminals (construction and operation of berths 20 and approach to traffic 21, JICA Yen loan), the SGR development (China), construction of the Southern Bypass and Kipevu link issues (JICA Yen loan), etc., alleviated port related freight traffics. At the local government level, road maintenance, pedestrian the bridge installation, intersection improvement, police traffic task force improved, CCTV and BRT are being introduced and studied. Related recent From 2015 to 2018, the Gate City Master Plan (JICA) was formulated, and the above transportation projects surveys by JICA were organically integrated, and proposals were made regarding the separation and reorganization of port and other donors freight transportation and urban transportation. The Dongo Kundu Port, the SEZ development, the Gateway Bridge development, etc., will be materialized by a Yen loan. In 2019, the Mombasa ITS/NMT study1 was conducted to organize the traffic demand and to show the direction of the ITS solutions. In addition, a British non-profit organization (Trademark EA) is working on flyovers in Changamwe. Source: JICA Study Team
2.2 Transport System Development in Mombasa
2.2.1 Review on Superior Urban and Transport Planning2 There are two major masterplans for urban planning for Mombasa County. The first one is “Vision 2035” for Mombasa, prepared by CGM and the Ministry of Land, Housing and Urban Development of Kenya, funded by the World Bank, through the Integrated Strategic Urban Development Plan (ISUDP) project in 2015. It can be translated as “Spatial Planning” mainly focusing on land use pattern proposals, and proposed transport use plan, utility plan and social facility plans. The other masterplan is the Comprehensive Master Plan in the Mombasa Gate City (CMP), which is prepared by CGM and JICA in 2018, covering overall surface and regional traffic and transport issues,
1 Mombasa Island Intelligent Transport Systems and Mombasa CBD Non-Motorized Transport Survey 2019.8 2 See also Chapter 3.5 and 4.2 of the Final Report, Comprehensive Development Master Plan in the Mombasa Gate City, 2018
2-1 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report practical analysis for freight traffic management, demand analysis and proposals for road network structure and transport services for 2040. The major proposals are summarized as follows:
(1) Network Structure in Future The CMP proposed the road network plan as shown in Figure 2.2.1. The network consists of radial and ring road network, corresponding the future multipole city structure and traffic distribution pattern.
Source: JICA Comprehensive Masterplan
Figure 2.2.1 Region-wide Road Network Structure Plan
Figure 2.2.2 focuses on transport in Mombasa Island and its nearby areas (crossings). This concept is based on the four transport policy zones in the island, namely: (i) pedestrian oriented, (ii) circular, (iii) hyper corridor, and (iv) traffic calming. The pedestrian-oriented area would be preserved as the Old Town and shielded from major motorized traffic, whilst a circular and radial road network shall be constituted along the pedestrian-oriented area and hyper corridor zones.
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Source: JICA Comprehensive Masterplan Figure 2.2.2 Transport Structure Plan Proposal for Island
(2) Traffic Management Concept for the Island Figure 2.2.3 explains the concept of the three major circular corridor development in the island, in accordance with the aforementioned transport structure plan for the Island, with a traffic management policy.
The existing radial routes, i.e.: Sheikh Abdullah, A83, Moi, and Nyerere, arrows colored in dark blue, are well developed; however, circular road functions are poor. The combination of three ring roads will divert the through traffic properly. The missing links (M6 and M7) are critical in order to realize this concept. Simultaneously, a fringe parking policy (M9) and lane closing at Digo Road (M8) shall be applied.
3 The code of the routes has been changed in 2020 by KeNHA. The A8 (Nairobi – Mombasa corridor) was called as A109 before the change. Similarly, the A7 (New Malindi road) was called as B8 before the change.
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Source: JICA Comprehensive Masterplan Figure 2.2.3 Transport Structure Model Proposal for Island
2.2.2 Review on the Preliminary Study4 Before this study, JICA implemented a study titled “Mombasa Island Intelligent Transport System and Mombasa CBD Non-Motorized Transport Survey” (hereafter, preliminary study) in 2019. The preliminary study reviewed the transport plans in the CMP and the present transport situations and communication infrastructure situations of the island, conducted several traffic volume surveys with volume per capacity ratio (VCR) analysis, and prepared 19 project list with 11 priority proposals. Of the 11 proposals, 6 are walkway improvement, and the other 5 are ITS and intersection improvement. Regarding ITS and traffic improvement project formulation, the preliminary study suggested i) to improve the lane marking and safety improvement measures application along the orange-colored corridors in the island (suggested as project T-1) as shown in Figure 2.2.4, and ii) to develop traffic signal systems at 7 intersections for coordinated signal control with light blue circles. The study also identified necessity of traffic control center, application of bigdata for traffic control, expansion of CCTV system for further monitoring, integration with parking management system and BRT services.
4 JICA/KOEI Africa, Mombasa Island Intelligent Transport System and Mombasa CBD Non-Motorized Transport Survey, August 2019
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Source: Preliminary study Figure 2.2.4 Proposed Signalization Locations (T-2&3) in the Preliminary Study
This ITS study team assesses the proposals of the preliminary study reasonable, however, the following items should be revised for further analysis and proposals. The ITS traffic signaling, coordinated control system, aims to realize the green-wave along target corridors, and it is necesary to be delivered to a series of intersections along the corridors. The present proposal just covers individual intersections. Though the preliminary study mentioned the gatebridge (B-2 in the map) and 2nd Nyali bridge (B- 3), however, the ITS proposal does not consider the impact of the new connections in traffic management. The selection of the intersection could be justified with the traffic masterplan policy.
2.2.3 State of Practice on Road Development, Transport and Traffic Management5
(1) SGR Shifts – Biggest impact to Mombasa transport environment The SGR (Standard Gauge Rail) operation opened in June 2017 for passenger services and its freight services started in 2018. The government directed the freight operators to shift from the Mombasa-Nairobi Container delivery to SGR, and not use the road transport from late 2019, in order to improve the utilization of the SGR services.
5 See also Chapter 4.9 of the Final Report, Comprehensive Development Master Plan in the Mombasa Gate City, 2018
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Mombasa’s major traffic problem had been attributed to CFSs in the Mvita and Changamwe district. CFSs were developed to collect imported containers from the port container terminal around year 2010, when the importing demand had increased, in order to alleviate the congestion of the narrow container terminal of the Mombasa port; however, it generated more circular traffic between the 14 CFSs and container terminals in Mombasa. Development of the new container berths 20 and 21, and a direct connection with SGR and Kipevu link (a part of the Southern Bypass) was completed by 2018, however, the freight operator continued to use the CFSs and road transport to maintain their business, therefore, traffic congestion around the CFS and port continued until the SGR shift order. After the Shift, the number of containers handled by CFSs decreased dramatically. A CFS operator mentioned the monthly amount went from 3,000 TEU to 300 TEU6. The decrease of container handling at the CFSs reduced the number of freight movements between port and CFSs, and the traffic congestion in Changamwe completely disappeared, as most CFSs are located in the Changamwe, although empty container deliveries still remain. After the completion of Naivasha ICD in May 2020, Kenyan Government directed to shift the container delivery to Uganda to SGR, which will decrease heavy freight traffic7. Deliveries of containers have been shifted to SGRs; however, the remaining liquid bulks (food oil and chemicals) and solid bulks (grains, clinkers) are still handled in Berth 2-10 and warehouses on the Island, therefore, the heavy traffic will still concentrate in Mvita. It is expected that some CFSs will be redesigned as multipurpose terminals including export and packaging, and others would be used for housing and business districts. Regarding the Nairobi Mombasa Express Highway development led by KeNHA and Bechtel in a PPP basis since 2017, which is a 500km-toll-highway-development running parallel to the SGR, the negotiation was suspended after 2019, however, there is a possibility that a Chinese group may succeed Bechtel in the project.
(2) [On-going] KeNHA’s Road Widening, Grade Separation Works Due to the heavy congestion in Changamwe around 2010-15, widening the roads and intersection improvement were planned by KeNHA and the works are on-going. Trademark EA also supports the development of flyovers in the Changamwe District. The study team has assessed, however, that those flyovers will not bring much positive impact due to the fact that most freight traffic in Changamwe has shifted to the SGR. Figure 2.2.5 shows the traffic conditions and recent transport infrastructure development in the Changamwe District. The major freight movement is depicted in black dotted lines, and intracity passenger movement is shown in pink, which show that those movements are clearly separated in the district. The pink sections also show the on-going widening project of A8, funded by AfDB. It should be noted there are 7 grade separated junctions in the district (black circles), and 5 under construction (red circles). The intercity movement still overlaps with intracity movemet at the Causeway section, however, it can avoid the congested A8 sections in Changamwe by taking the Kipevu link and Southern Bypass, which are used by freight and intercity buses. Figure 2.2.6 shows the future grade separation plan of the Changamwe roundabout. The construction is on-going and will be completed in 2021.
6 Bollore Logistics Kenya. 7 https://www.theeastafrican.co.ke/business/SGR-moves-regional-cargo-to-Naivasha/2560-5547050-12bx680/index.html
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Source: JICA Study Team Figure 2.2.5 Road Developments in Changamwe
Source: KeNHA Figure 2.2.6 Plan of Changamwe Grade Separation
TradeMark East Africa (TMEA) has contributed to road development in the district. TMEA developed two flyovers and are expected to work on minor road improvements in the district.
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(3) [On-going / Future] Widening of A7 and A8 For the A7 widening, New Malindi Road, formerly known as B8, KeNHA has contracted out the widening of the section between Kengeleni to Kikambala via Mtwapa in September 2020, and the contract requires the contractor to start the widening work within 5 months. KeNHA already reclaimed the 37m width for 8 lanes (2 carriageways and 2 service lanes per direction). The current designs have no provision for BRT, however, KeNHA has identified some challenges for BRT operation within the current designs. There is currently no provision for redesign as there is no budget. ITDP started its analysis (see section 2.2.5) The A8 widening projects are targeting the corridor in the Mvita (Mombasa Island), however, the section from 77 intersection to Barkley junction has not yet been implemented due to difficulty in land acquisitions. The widening and grade separation in the northern sections from 77 intersection to Changamwe are on- going and will be completed in 2021, as shown in Figure 2.2.5.
(4) [Future] Two Bridges to the SEZ and 2nd Nyali Bridge As shown in Figure 2.2.3, two new connections are expected between Changamwe and Likoni, i.e., the Southern Bypass construction project and the Mombasa Gate Bridge (MGB) Construction Project, which are on-going. The Likoni District and the southern coastal region of Kenya has been isolated for a long period without continuous all-weather road access to the mainland of Kenya, therefore, those new connections will significantly impact the regional economy and regional traffic flow in Mombasa. The Nyali 2nd Bridge is also expected to be developed in PPP basis (toll operation), led by KURA, to alleviate traffic congestion at the Nyali Bridge. It should be noted that there is a need of toll collection in Kenya, particularly in Mombasa, for those new bridges. There are no on-going electric tolling applications and standards in Kenya so far. The detailed design preparation of the MGB will propose the specification of electric tolling applications, which will influence to other ITS project in the region.
(5) [Future] Northern Bypass As shown in Figure 2.2.1, Northern bypass and Bamburi Link has been proposed by KeNHA to materialize a dual carriage function of the A7 corridor. The preliminary design has been completed, however, KeNHA still looking for fund for construction. The Northern Bypass starts at the Bonje junction of A8 (Mombasa Road) and ends at Kikambala/Kazdengo in Kilifi county. The Bamburi link shall be branched at Kiningina and terminated at Bamburi Police Station, where a grade separated junction is planned to be constructed.
(6) [Traffic Management] Happy Hour Operations and Matatu Enforcements
1) Timed one-way regulation8 CGM implemented the following timed one-way traffic regulation in Mombasa, i) Railway Lumumba- Mijikenda Road, approx. 800-meter section, during evening 4-6pm, ii) Kisauni Road, 500 meters section, during evening 4-6pm, and iii) Nyali Road/Links, 3.5kms during morning 5-10am and evening 4-9pm (See Figure 2.3.1 for locations of the three one-way traffic regulation).
8 See the preliminary study p.4-13 also
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Those interventions started in 2016 and have continued with several revisions of hours and facilitations. The enforcement was planned by the CGM DTIPW, done by the CGM Department of Traffic Inspectorate in assistance of the National Traffic Police. In the initial stage, the enforcement staff were standing on the site during the regulation hours, though, it can be implemented without staff for sections i) and ii). The CGM developed the permanent signboard and removable signboards along the target sections, as shown in Figure 2.2.7 for section iii), however, there are no painting, traffic signals and variable signboards, not similar to Japan and other countries. CGM named the interventions as “Happy hour”, in order to be acceptable to citizens. Additionally, CGM has applied the Happy Hour to a new section called “001-Express” from Makupa- Nyali Bridge in March 2020, as shown in Figure 2.2.8., however, it was suspended due to traffic decrease under COVID-19 situation. According to CGM, it worked well but the application time range was limited and short (1730 – 1830 in the evening only) due to capacity of the inspectorate staffs.
Source: JICA Study Team Figure 2.2.7 On-street Permanent Signboard for Happy Hour
Source: JICA Study Team Figure 2.2.8 Happy Hours "001-Express" from Makupa-Nyali Bridge
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2) Matatu Parking Regulation and Freight Handling Parking Regulation in Downtown At Digo Road which is always congested with un-controlled matatu stopping and waiting, all outbound matatu stops on Digo Road were shifted to the minor road behind it in 2015, with the leadership of CGM, which is continuously implemented. On the other hand, CGM eased parking regulation along the Biashara Street in Mwemve Tayari, where wholesale business delivery vehicles are concentrated, and on-street parking can be seen in major arterials. CGM designated the Biashara Street as temporary on-street parking space for short periods to minimize the parking on arterials. CGM had enforced several supply quantity regulations on Tuktuks in 2014 to 2017, however, it is no longer implemented due to difficulty of enforcement.
2.2.4 Reviews on Traffic Volume and Forecasts
(1) Traffic counting by the Preliminary Study and M/P
1) Traffic Counting The detail traffic counting data collection was conducted in the Preliminary study9 by JICA in mid- February 2019, for 16 hours. It is reported that 170,214 PCU per day at the Nyali bridge, 102,824 PCU per day along the A8, south of “77” junction, and 78,749 PCU per day at the Makupa Causeway. The detail traffic counting data collection was conducted in the M/P survey in June 2015, as shown in Figure 2.2.9, the maximum 73,656 PCU per day at the Nyali bridge, 52,834 PCU per day at the Makupa Causeway, which are counted for full 24 hours. Also the M/P presented the traffic forecasts for 2030. Although the counting methodology, conversion ratio of PCU of the preliminary study and conversion rate to 24 hours, are unclear, the traffic volumes at Nyali bridge and Makupa causeway are increasing dramatically from 2015 to 2019 if the counting methods were similar.
9 JICA (2019), Mombasa Island Intelligent Transport System and Mombasa CBD Non-Motorized Transport Survey
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Source: JICA Mombasa Masterplan study (2018) Figure 2.2.9 Vehicle Traffic Volume in Mombasa, June 2015 (PCU)
2) Traffic forecasts and saturation in 2030 The CMP estimated the traffic saturation in 2030 in three development scenarios, i.e., i) “without” development (no development with grown traffic in 2030), ii) “with road” development (The Gate Bridge and 2nd Nyali bridge) and iii) “with rail” development (“with road” and elevated LRT, etc)10. The results are shown in Figure 2.2.10.
10 See detail assumptions in the CMP Chapter 10.4
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The forecast results 11 present that the corridor of the Nyali bridge and surrounding sections are congested in the "without" scenario, however, the level of the congestion can be allebiated with the "with road" scenario and “with rail” scenario, which could be handled by the traffic signal. The rail scenario would be optimistic scenario as it requires much investment. Therefore, “with road” situation can be adopted as a realistic scenario. On the other hand, referring to the “with road” scenario, the 2nd Nyali bridge will bring traffic around the bridge and connecting sections. The traffic management around the two bridges are essential in Mombasa.
Source: JICA Mombasa Masterplan study (2018) Figure 2.2.10 Traffic Situation in 2030 (PCU)
(2) Traffic Counting in Jan 2020, by JST JST conducted a simple 15-minutes on-road counting at the same Cordon inflow location on 15 Jan 2020, Wednesday, along the Miritini, A8, for comparison of the cordon traffic counting in June 2015 in the M/P traffic survey, which may assess the impact of the SGR shift. The following shows the summary of the counting.
11 The VCR threshold of Figure 2.2.10 is conservative. The congested sections are shown in red with VCR > 1.0 in the figure, however, usually the level of congestion can be explained below.
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Table 2.2.1 Trial Traffic Counting Comparison – at Miritini
North Bound South Bound Number of vehicles Total Small Large Small Large 2020 15 min12 45 48 48 35 176 2015 15 min13 33 30 40 51 154 Source: JICA Mombasa Masterplan study (2018) and JICA Study Team
The results shows the traffic increase at the Miritini from 2015 to 2020, though the SGR shift regulation were enforced. Actually, the SGR shift is limited for container delivery between Nairobi-Mombasa, and freights delivery for dry bulks, liquid bulks, international containers are still in use of road. Due to the increase of freight demand, the traffic at the Miritini (suburb of Mombasa) showed the traffic increase.
(3) Vehicle Registration Statistics Kenya's vehicle registration is growing. The following figure summarizes the recent growth of vehicle registration in Kenya (national wide statistics). The total annual growth during 2016-2019 was 16%. The NTSA (the authority for vehicle registration), however, does not have the numbers of registered vehicles with regional classification, therefore it is unclear how motorization in the Mombasa region has progressed. Also it should be noted that two-thirds of registration is shared by motorcycles, and the other 20% are station wagons, i.e., Matatus and commercial vehicles, therefore, the share of passenger car is still low.
328,838 296,934 282,672 267,000
213,715
Source: NTSA/Kenya National Statistic Bureau Note: The Figure in 2020 is estimated from Jan-Jul data and contains the influence of COVID-19. Figure 2.2.11 Annual New Vehicle Registration with Major Classification
One of characteristics of vehicle type constitution in Mombasa is high share of the three-wheelers. The Municipality has regulated the number of three wheelers and forced the three-wheeler operators to register their operation in the 4 Mombasa internal districts, however, this regulation is also ceased recently and there is no statistics of the registered number of three wheelers in Mombasa. Around 2015, the number of three- wheelers in Mombasa was around 8,000.
12 Actual 10 minutes counting during 13:44-13:54, and proportionally converted to 15-minutes counting. 13 Excluded the summary sheet of the traffic counting at Miritini during 13:45-14:00, 10th June 2015 (Wednesday)
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(4) Traffic Accident Records NTSA and National Police regional office manage statistics of road accident in Mombasa. The following tables summarize the recent accidents situation in Mombasa. Table 2.2.2 Number of Fatalities and Injuries in Traffic Accidents in Mombasa
Class of Victims 2018/19 2019/20 VAR Fatalities 3,337 3,567 6.9% Seriously Injured 5,687 7,158 25.9% Slightly Injured 4,923 4,955 0.7% Total 13,947 15,680 12.4% Source: NTSA Mombasa Note: The period cover July – June, therefore, the 2019/20 data has COVID-19 influence.
Table 2.2.3 Classification of Victims in Traffic Accidents in Mombasa
Categories Of Victims 2018/19 2019/20 VAR Ratio 19/20 Pedestrians 1,250 1,376 10.1% 39% Passengers 786 565 -28.1% 16% Motor Cyclist 633 875 38.2% 25% Drivers 310 309 -0.3% 9% Bodaboda Passengers 280 373 33.2% 10% Pedal Cyclist 78 69 -11.5% 2%
Total 3,337 3,567 6.9% Source: NTSA Mombasa Note: The period cover July – June, therefore, the 2019/20 data has COVID-19 influence.
The both tables show the fatalties and victims are increasing in Mombasa. The pedestrians and motorcycles share large volumes of fatalities in Mombasa. Due to the recent growth of motorcycles and bodaboda, the fatalities of bodaboda passengers and motorcycle users grows rapidly.
2.2.5 State of Practice on Business Development in Transport Sector
(1) MRT and BRT installation planning in JICA Masterplan The JICA Masterplan proposed that mass transit intervention shall be planned as one of the large investments in Mombasa County before 2030, and the following plans were put forth.
1) P1 MRT Ferry-VOK-City Mall Line The first phase will cover the Ferry-VOK (7km) section, and the second phase will cover the extension from VOK to City Mall (3km), adding the 6km loop in Mvita.
2) P2 CBD-Rail-Airport – Miritini The Masterplan proposes to apply a BRT system along the P2 alignment due to less passenger demand.
3) P3 Kisauni-77-SEZ/Likoni The Masterplan proposes to apply bus services (not full-spec-BRT services) along the P3 alignment due to less passenger demand.
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Source: JICA Mombasa Masterplan study (2018) Figure 2.2.12 Vehicle Traffic Volume in Mombasa 2015 (PCU)
(2) BRT planning ITDP Kenya prepares a BRT installation study in Mombasa, which started in Nov 2019 and will end in March 2020.
2.3 ITS and ICT Application in Mombasa
2.3.1 Traffic Signal Installation and Operations in Mombasa The present traffic signals in Mombasa are installed at five intersections, i.e., Kengelani, Buxton, 77, Lumumba and Berkley. The signals at Lumumba and Berkley are not working, but the other three are active for traffic control. The location of the signalized intersections are shown in Figure 2.3.1. Based on an observation of JST, the traffic at Kengelani and Buxton during off-peak hours was managed without traffic inspectorate and police. Both junctions are designed and constructed by the JICA loan project for Nyali Bridge construction in 1980s, therefore, the geometrical designs show enough capacity for off- peak operation, however, the traffic inspectorate were involved during the peak period. The following can be suggested for detail. It is operated in a fixed signal cycle length of approximately 2’40” for Buxton. The traffic light products were from a Japanese manufacturer. The present width of the lane is enough, which seems 3.5m per lanes, however, it can be revised for urban traffic characteristics. Too wide lanes may mixture the three-wheelers and motorcycles with vehicles in a lane.
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For junction 77, it is controlled manually by the traffic inspectorates for all days, due to the abnormal situation of section closing for road widening work. The observed cycle length of manual traffic control is 6’30” for junction 77. The gap between 77 and Buxton may influence the traffic flow of the connecting two junctions. It should be noted that drivers are reluctant to make a quick start at turning-on to greenlight at the intersection and in average a 5 to 10-seconds-delay can be observed. It can be guessed that behaviors of Matatu and three-wheelers are rough, and they ignore the traffic light, and the general drivers do not respond quickly to the greenlight turning and will observe the traffic situation for a while. A similar behavior and delay can be observed in Nairobi also. The major intersections in the CBD in the island are designed as roundabouts, which is one of the reasons for the congestion in the network. Saturated roundabouts choke the traffic flow of the corridor. Inspectors of DTI mainly manage the traffic at the intersections. Inspectors along the major corridors and the CCTV monitoring staff communicate via walkie-talkies to share the conditions of congestion at the target intersections. The present traffic congestion in the peak hour along the Nyali corridor is severe, particularly at Buxton and Sabasaba junction in the morning peak and Buxton and Kengelani junction in the evening peak; however, it takes 20-30 minutes between CBD and Kengelani junctions even in peak period. It should be noted that the SGR shift apparently made the congestion modest and the on-going pavement reconstruction work and detour in Makupa makes congestion severe at present.
Source: JICA Preliminary Study, revised by JICA Study Team Figure 2.3.1 Locations of Signals, Roundabout, Happy Hours (One-way)
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2.3.2 Reference: Traffic Signal Installation and Operations in Nairobi by KURA KURA has a strategic traffic signal installation plan for Kenya, and has additionally installed coordinated traffic signals at 7 intersections in Nairobi as pilot implementation. The detail plan and implementation are summarized as follows.
(1) Strategic Plan for signal installation for Kenya and UTMC in Nairobi KURA has formulated the KURA Strategic Plan 2018-2022. Among them, five priority cities (BIG5), Kisumu, Eldoret, Nakuru, Mombasa and Nairobi have been set as priority cities to consider introducing ITS. KURA officer mentioned the Kisumu would be the next target after Nairobi and Mombasa. For Nairobi, the Project for ITS & Traffic Control / Management Center (called UTMC) is being implemented. It is in the design stage (about 2 years). The project was proposed and formulated by the study by Gauff in 2017. The 108 intersections of 400 intersections in Nairobi were prioritized for installation. with the financial support of the Korean Exim Bank, the initial 25 intersections for the first phase will be developed, as well as for the next 50 intersections in the second phase. The project also develops a Control Center (UTMC), in the Imara Daima district in Nairobi, including the construction of a dedicated building. The Ngong road section on the west side of EU-supported BRT Line 3 (Juja-Ngong) is also a target section of the 1st Phase installation, which will provide a PTPS (Public Transport Priority) function for BRT. The Korean loans have a low interest rate of 1% and have long-term maturities. The implementation of the UTMC is managed by KURA, and the system will be handed over to the NCCG after completion. The other precedent ITS projects in Nairobi were implemented by KURA and handed over to NCCG after the completion, as KURA has plenty of experience.
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Source: KURA, depicted by JICA Study Team Figure 2.3.2 Targeted Intersections by the Nairobi UTMS Plan
(2) Technical Specification and Implementation Arrangement by KURA There is no standard for signal control in Kenya. For this reason, KURA considers that it is appropriate to adopt the British standard SCOOT (Split Cycle Offset Optimization Technique) as a 2nd Best method. KURA technical staff mentioned that it is common in Kenya to choose the British technical standard, as it is the former sovereign state. KURA technical staff also mentioned that it is essential to ensure interoperability and avoid situations in which incompatible signal control methods coexist. The development of national standards is the responsibility of the central government.
(3) Pilot implementation in Nairobi As a pilot project or the UTMC, KURA has installed the CCTV cameras at 7 intersections in the Kilimani area of Nairobi. The detail of the CCTV operation are summarized as follows: Surveillance cameras were installed at seven roundabouts and intersections in Nairobi, ANPR (Automatic Number Plate Recognition) was also introduced to detect traffic violations including traffic signals and lanes violations, etc., which is called “e-Police”. The violation records are provided to Police and the National Transport and Safety Authority (NTSA) for further enforcement. The accuracy of the ANPR is imperfect therefore it requires manual checking. This experimental implementation will be expanded to the entire city of Nairobi in the future. Currently, CCTVs are connected by optical fiber.
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Monitor showing the 4 target junctions The violation list with the actual video records
Whole CCTV monitoring room Source: JICA Study Team Figure 2.3.3 KURA's Pilot CCTV and E-Police Installation in Nairobi
2.3.3 Traffic Surveillance System (Communication Infrastructures)
(1) CCTV installation and Operation14 The CGM DTIPW installed 90 CCTV cameras at 15 intersections and roundabouts for remote monitoring since June 2019. The DTIPW developed the main monitoring room in the DTI facility. The operation of the CCTV is managed by the monitoring team of DTI, working together with on-site inspectorate staff through SNS (What'sUp) and walkie-talkies. The monitoring personnel are 8 staff in total, in 4-persons x 2 shifts, which continues for 12 hours. One of monitoring staff member has 10 years of on-site traffic management experience. There are 2 72-inch screens, and the CCTV monitoring locations are displayed on the two screens. There are several menus for the display method.
14 See also Chapter 4.6.2 of the Preliminary Study
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Unfortunately, the optical fiber cable was accidentally cut in December 2019 due to road widening at the Makupa RA. Since then, the connection to 54 locations CCTV do not work properly, but monitoring is possible at the remaining 36 locations15. Other than the DTI monitor, the DTIPW meeting room can connect the video server of the CCTV, and DTIPW can monitor the traffic situation16.
CCTV monitors showing Nyali Intersections CCTV Monitors
Showing Fontanera Intersection Operator seat, What’sApp, and Walkie-talkie Source: JICA Study Team Figure 2.3.4 Photos of CCTV Traffic Monitoring System of Mombasa
At the present, the 15 locations shown in the figure below are monitored by the CCTV. CGM considers expansion of the CCTV.
15 The cable connection repair was completed by beginning of September 2020, according to CGM. The all CCTV monitoring work properly after the repair, however, the system partially was forced to be halted for 9 months. 16 See Chapter 4.6.2 of the Preliminary Study for facilities in DTIPW
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Source: JICA Preliminary Study Figure 2.3.5 Intersections with CCTV Monitoring
(2) Communication Infrastructure for CCTV The communication network between the CCTV cameras at individual locations and the CCTV monitoring room is optical fiber cable owned by the County Government of Mombasa (CGM). CGM owns 12 cores of optical fiber and 2 cores are used for the transmitting of CCTV video images as shown above. CGM outsources the maintenance work of the cable to a private communication service provider. As for the communication failure due to the cut cable mentioned above, the Chinese contractor for KeNHA Project that cut the cable refuses access to the site and CGM is not able to consider the appropriate countermeasures for it. Thus, it is a special case and not the fault of the outsourced company as it is beyond the maintenance company’s control.
2.3.4 Traffic and Transport Information Provision Systems
(1) E-parking Operation of CGM Traffic Inspectorate and Parking Policy CGM DTI started cashless parking fee collection in March 2019. Before the installation, cash-based collection was implemented, however, there were many omissions and leakages, and the average daily revenue was approximately 400,000 KES per day, though CGM expected 1.2 million KES per day due to the number of parking slots. After the installation, the collection status can be reported in real time, and the daily collections amount reaches 850,000 to 1 million KES. The details of operation are as follows: Operated by SAFARI.COM and M-PESA only thus far (the users of other mobile services shall be paid in cash), however 80% users can use M-PESA. The user calls *282# (Unstructured Supplementary Service Data - USSD17 basis) and enters a command for payment. Then he enters his vehicle number and pays via M-Pesa. (Once users have registered their number, they do not have to re-enter) Parking inspectors on sites also use a USSD-based system, and they can check the payment status by inputting the vehicle number. Unpaid vehicles are clamped by the inspectors. The e-payment system can accept not only the parking fee but also the penalty.
17 Can be referred to as "quick codes" or "feature codes". It is a communications protocol used by GSM cellular telephones.
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Due to the dissatisfaction of inspectors, as some of them might miss illegal profit in cash collection, inspectors are rotated weekly for keeping them quiet. The parking system administrators can monitor the operation via web-based services. The system automatically reports the daily revenue at 4:00 pm for each district. The users input the district of his parking, 6 districts of Mombasa, therefore, the system aggregates the revenue by districts. Parking fee in Mombasa was 100KES per day by 20th Jan 2020, which was then raised to 200KES after that date. The first week, CGM collected 1.5 million KES per day, however, a complaint was issued and the tariff revision has been suspended until the Court order. CGM offered monthly packages for 4400KES per month at the same time as the tariff increase Reference: Nairobi City plans to revise the daily parking charge as 300 KES in whole area, to 400 KES in the CBD and 200 KES in the fringe districts E-parking was developed by a local private partner TechBiz. They are developing the E-platform, a CGM Web based service platform. A similar e-payment system was precedented in Nairobi, named as Jumbo Pay 18 , subcontracted to a private company, however, the system was handed over to Nairobi City in June 2019, named as E-payments portal19. City of Kisumu is considering the installation of e-payment for PSV license fee collection. After the installation of systems, parking revenues were recognized as an important financial source of the CGM. On the other hand, the on-street parking promotion adversely affects traffic flow and road capacity. The DTI has a plan to improve the apps for inspectors with number plate recognition with cameras, and expanding the e-payment system for CESS Fee collection20. Other than CESS fee collection, CGM considers applying the e-payment service for the following. Land rent payment: Revenue of 500M KES per quarter can be expected. The application is under preparation due to the tariff revision. Single Business permit: already in service E-construction application: the Department of Urban and Housing has installed the application in 2014 with WB funding. Matatu and Tuktuk license fee collection – in preparation CGM requires 2000 KES for matatu and 1200 KES for tuktuk as an operational license charge in Mombasa. All drivers must pay the fee during the first 10 days of the month and they receive a sticker of payment. Annual revenues for tuktuk license fees alone are expected to amount to 150M KES. The sticker shall be presented on the front glass of the vehicles, however, the CGM is considering integrating the payment records with the vehicle numbers, and checking the payment record of the operating vehicles on the street through the CCTVs and cameras on the inspectors’ handheld devises.
18 https://www.capitalfm.co.ke/news/2019/06/jambopay-finally-terminates-e-revenue-collection-services-to-nairobi/ 19 https://epayments.nairobi.go.ke/home 20 A kind of entrée tax to Mombasa, levied on freight traffic. Transit vehicles are not charged, however, some truckers cheat. DTI has the idea to monitor the movement of freight truck whether it is transit or delivery in Mombasa.
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There are not many off-street parking lots in Mombasa. In CBD, there is an off-street parking lot beside Makadara Ground, which seems to be the land of a temple, but the CGM manages parking and collects the fee.
Note: Top left: January 10, 4PM summary reported 892K KES revenue, including 677K for parking, and 215K for clamping. The revenue by 6 districts shows the amount from CBD is the biggest. Bottom left: the January 13, 10AM summary reports the interim revenue. Right: A real-time revenue amount at 11:45AM on Jan 13. The administrators can check the revenue by smartphone, showing 240K KES are raised in two hours. Source: JICA Study Team Figure 2.3.6 E-parking Daily Revenue Reporting
2.3.5 Public Transport Operation Management Systems To enforce traffic safety for buses, NTSA had forcibly installed speed governors (speed limit equipment) in or around 2010 to matatus and buses in Kenya. However, the speed governors were easily tampered with and the speed control by the physical equipment was not implemented well. According to LATRA, Tanzania, the KRA and NTSA has visited the vehicle tracking system (VTS) application of LATRA in Jan 2020 for further over-speeding enforcement in Kenya. See the LATRA’s section in Chapter 4.8 for further understanding of the VTS.
2.3.6 Utilization of Mobile-phone Location Data for Transport Management There were no applied interventions using mobile phone location data for transport management in Mombasa, however, the following cases in Nairobi can be referred to in this section.
(1) Wi-Fi packet collector application in Nairobi for JICA Study The JICA project21 for Nairobi in 2017 applied the Wi-Fi packet collector methodology to detect the prove packets from individual smartphones on the streets of Nairobi CBD and analyzed the movement of the individual passengers in CBD by tracing the unique ID (MAC address) in the prove packet with 42 Wi-Fi packet collectors.
21 Project on Detailed Planning of Integrated Transport System and Loop Line in the Nairobi Urban Core, 2017
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(2) SWVL and Little Services in Nairobi The share ride services using smartphones and Apps, Uber, Bolt, Myride, etc., are commonly used in cities in Kenya, and a variety of the vehicles and objectives in service are increasing, including motorcycles, small cars, and small freight delivery. Out of them, SWVL and Little are new services in 2019 competing with the matatu market in Nairobi, which should be reported as a new trend. Matatu provide fixed route services in Nairobi. Matatu owners and drivers form the Sacco, a group of individuals, similar to a “cooperative”, per routes. Saccos control the quality and quantity of services of the matatu. Its control policy is quite conservative and not customer oriented, and 99% of matatu routes start from CBD which forces passengers to walk down into CBD to find his seat in a matatu in the evening peak hours22. Matatu follows the regulation of Passenger Service Vehicles (PSV). The Little and SWVL started minibus route services in sub-centers of Nairobi, which are not connected by matatu with direct routes. Those services aggregate the real-time transport demand of passengers via apps with GPS location data and assign their bus services to the demanded routes immediately. The passengers can book their seat before riding. It is cheaper and faster than the two-times-ride of matatu passing the CBD. Their bus services are registered as Tourist Service Vehicles (TSV). The NTSA suspended the Little and SWVL temporarily in November 2019, however, they re-started operation within a week. It is similar to the regulation and competition in the Japanese passenger bus market, omni-bus services (Noriai) and tourist bus services (Kashikiri).
2.3.7 Other ICT Interventions
(1) NTSA’s New Driver’s License with IC-chip NTSA, the National Transport and Safety Authority, replaced paper-based driver’s license cards into modernized IC-chip embodied cards in 2017 and is distributing them to the license holders. The IC chip enables the card store the records of violation history, medical information for emergency cases, etc. The NTSA has the idea to store financial values for penalty payment. The license is effective for 3 years, and license holders must validate their ability every 10 years.
(2) i-DRIMS application for Pavement Roughness Measurement Regarding the measurement of the road pavement roughness for proper road management, JICA has installed fa smartphone-based application in the DRIMS (Dynamic Response Intelligent Monitoring System) project23 for KeNHA. The study team expects that the measurement capacity and frequency of the road agency can be expanded by sharing the apps and smartphones to private transport and logistics companies who operate their vehicles frequently in the road networks in rural regions; however, the DRIMS study supports the road agency only. KeNHA Mombasa office agreed that such activities can reduce the agent cost, on the other hand, and the private freight operators appreciated the idea, however they revealed their doubt on how the road agency is cooperative with private sectors.
22 See the above report for detail. 23 https://www.jica.go.jp/project/english/kenya/013/news/general/170328.html https://www.drims.online/
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2.3.8 Institutional Settings for ITS This section assesses the present institutional setting of the expected ITS projects in Mombasa. It should be noted that details of organization and organograms are already summarized in the preliminary studies to be referred to.
(1) Transport Organization in Mombasa There are national level and local organization for urban transport administration in Mombasa, however, it can be concluded that CGM can lead the ITS and traffic management project as its own organization with proper coordination with national organizations. The demarcation among the transport organization by the major transport administration tasks are summarized in Table 2.3.1, just for keeping consistency with other citiy’s analysis. Table 2.3.1 Transport Administration Demarcation for Mombasa
Area/Task National organization Local Organization Transport planning -- CGM DTIPW National road management KeNHA (physical maintenance) CGM DTI (traffic management) Urban road management KURA (physical maintenance) CGM DTI (traffic management) Urban Railway operation KRA - Railway development KRA - Road safety, Traffic safety Police (enforcement) CGM DTI (inspection) Vehicle registration, road worthiness NTSA -- Driver licensing, Driver education NTSA -- Public transport administration NTSA -- Public transport operation Private companies (MATATU only) -- Parking management -- CGM DTI Parking development -- CGM DTIPW On-street Advertisement -- CGM DTIPW and DTI ICT planning CGM ICT dept Data center development CGM ICT dept Licensing of telecommunication business -- -- Source: JICA Study Team
(2) Capacity of County Government of Mombasa (CGM)
1) DTIPW (Department of Transport Infrastructure and Public Works) DTIPW undertakes planning, budgeting, policy making and monitoring for transport issues in the Mombasa county region. The demarcation between national road agencies and CGM DTIPW is clear, the national road agencies undertake the construction and physical maintenance for its network and the CGM DTIPW undertakes operation and traffic management. This demarcation has no conflict with the national devolution policy. The study team confirmed the demarcation with KURA, KeNHA and CGM DTIPW, and KURA and KeNHA appreciate the recent leadership of DTIPW in traffic management policy and implementation. The DTIPW’s organogram is shown in Figure 2.3.7. The director supervises the two divisions, i.e., roads and transportation. The roads sector undertakes the county road development, supporting minor access road development and maintenance. The transportation sector will contribute to traffic management.
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The engineers for traffic management and planning, signals and traffic survey will directly work on the ITS project. It should be noted that one of the signal engineers participated to the JICA traffic management training in FY2019.
Source: JICA Study Team Figure 2.3.7 Organogram of the DTIPW
DTIPW prepares the traffic management policy and requests the Department of Traffic Inspectorate (DTI) for implementation and enforcement. DTIPW supervises the achievement of DTI activities, and amends the management policy. For the implementation of ITS and traffic management projects in Mombasa, KeNHA and KURA regional offices agreed that the executive body should be DTIPW CGM. The technical coordination of the signal installation in the RoW of KeNHA and KURA can be coordinated by an expected contractor, not directly coordinated by DTIPW. The DTIPW organizes the Traffic and Safety Committee with national agencies and stakeholders in Mombasa, and convene regular meetings and materialize the Happy Hour policies.
2) Department of Traffic Inspectorate (DTI) The total personnel capacity of the DTI is 500 employees, under three units of Traffic Management、 Parking Management and Enforcement. The Traffic management unit has 105 staff members. They work for on-site traffic management, mobile- traffic supervision with 22 units of motorcycles, and 8 staff for traffic monitoring room. They are working with traffic police under National Police Agency closely. The traffic management staff wear uniforms of bright green with a white belt, compared with the NPA traffic police staff who wear white uniforms. The traffic management staff members are entitled to control and manage the traffic but are not entitled to arrest the person in violation. Traffic Police shall be involved in those cases of violation. DTI’s traffic monitoring room operates on a 24 hours basis with the 8 staff members, providing the general traffic situation through the walkie-talkies and WhatsApp to the on-site team and traffic police. The parking management unit has 125 staff members, working for on-site parking management. The remaining belong to the enforcement unit who supervises various regulations, not only traffic violation
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but also advertisement, public transport services, on-street stores, etc. DTI’s HQ is in Tudor, and there are 8 regional offices, 2 in Island, 3 in North, 2 in West, and 1 in Likoni.
Inspectorate Staff for mobile traffic supervision A Traffic Unit Inspector in Nyali Bridge Source: JICA Study Team Figure 2.3.8 DTI Capacity
3) Department of ICT (DICT) For the recent CCTV development in Mombasa, DICT conducted the major roles in development. It undertook procurement of the CCTV, server and communication systems. The maintenance of those equipment are under management of the DICT.
(3) Capacity of National Agencies related to ITS The following agencies has relation with ITS in Mombasa.
1) National Road Agencies (KeNHA and KURA) Mombasa regional office of the KeNHA and KURA stations in the same building to the DTIPW. The following points should be noted. The KeNHA and KURA will not concern itself with traffic management and operation without any requests from the national or county government. The fiber cable development requires an occupation permit of the road agencies, and the developer must pay the annual occupation fee. Regarding the intersection design and management under ownership of the different road agencies; Intersections between KeNHA road and KURA road, KeNHA will manage, and Intersections between KURA road and county road, KURA will manage. They communicate with DTIPW frequently for traffic management issues, as their offices has close ties to DTIPW.
2) National Agencies related to Transport Regulation National Transport and Safety Authority (NTSA) has the role for driver’s license, vehicle roadworthiness, vehicle registration and number plate, public transport services and traffic safety. It is
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composed of regulatory bodies and can be involved for a future ITS project as one of the coordinators supporting the CGM and DTIPW.
(4) Budget of the CGM and DTIPW Road Management Levy Fund is the exclusive ear-marked financial source for road maintenance for CGM. It is charged 18 KES per a liter of gasoline, collected by KRA and distributed by the Kenya Road Board to the road agencies including counties. The fund is also applied to the additional structures and equipment to the road system, therefore, O&M expenditures for traffic signals and ITS equipment will be borne by the fund. The Road Act (amend 2017) specifies the details of the fund. On-street advertisement business is regulated and managed by DTIPW and its revenue is collected by CGM. The DTIPW specifies the unit rate of the on-street advertisement and charge on the owners of advertisement. The DTIPW agrees on the concept of the signal development with advertisement for O&M expenditure and replacement expenditure of ITS equipment (see chapter 6 for detail). Parking revenue is also an applicable revenue for O&M expenditure and replacement expenditure of the ITS equipment. As aforementioned, the cashless parking fee collection system installed in 2019 increased the revenue by 80%, which will be a reliable resource for the new expenditure. The following table shows the recent budget of the CGM and DTIPW related to transport and roads. Table 2.3.2 CGM Budget 202019/20
Source: County Government of Mombasa County Treasury
The size of the annual expenditure of CGM is around 13.4 billion KES in FY 2019/20, which is similar to previous 2 fiscal years, 12.5 and 13.6 billion respectively. The revenue has several resources, i.e., national, foreign grants and county own revenue.
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Table 2.3.3 DPWTI Budget
Million KES Recurrent expenditure Capital expenditure Total 2015-16 (budget) 521.2 718.2 1,239.4 2016-17 (budget) 573.3 790.0 1,363.4 2017-18 (budget) 630.7 869.0 1,499.7 - - - - 2019-20 (budget) 613.8 657.4 1,271.2 2020-21 (budget) 438.8 673.0 1,111.8 2021-22 (budget) 436.6 684.0 1,120.6 Note: The recurrent includes the fixed admin and personnel and routine road maintenance expenditure. The capital mainly includes new investment and development. Source: County Government of Mombasa, County Treasury
The above DPWTI figures are all planned budget in 2015 document and 2019 document. The size of the budget changes around 1.2 billion. The 2019 plan expects slight decrease in recurrent budget after 2020. The share of the DTIPW expenditure in CGM whole budget in 2019/20 is 8.2%.
(5) Reference: Situation of Nairobi City County Government The institutional setting of Nairobi, the capital city of Kenya with a population of 4 million, can be summarized, for the reference of the Mombasa situation, as follows: The KRB supplies the road maintenance annual budget of 400 Million KES, and the NCCG distributes its annual budget for road maintenance of 200 Million KES. The NCCG road division can utilize approximately 6 million USD for maintenance only. NCCG appreciates the budget can cover the daily maintenance activities in 2016. There is a separate budget for new road construction. Since the election of Governor Mike Sonko24 in 2017, 60% of the above budget has been allocated to new construction, leaving only about 40% to the maintenance budget. Prior to Devolution in 2007, there was a Ministry of Metropolitan Development within the central government, which was involved in signal maintenance (including CCTV, traffic control center maintenance), etc. In addition, even before 2007, signal maintenance projects had been carried out since the 1990s, and several people had been hired to run them as a team, but all of them have now retired from NCCG. The signal in Nairobi isn't working, mainly because of the persistence of personnel, and since the 2000s there has been some support from China, but we haven't been able to respond because we didn't have the personnel at that time.
24 See the recent scandal of the Governor Sonko, https://www.bbc.com/news/world-africa-50685297. He arrested in Dec 2019 for irregularly awarding tenders to his close aides, forging documents and misappropriating county funds.
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2.3.9 Summary and Issues
(1) Summary of the ITS/ICT interventions Table 2.3.4 Summary of Findings for Mombasa
Transport planning Mombasa Superior Urban and Transport Planning The gatecity masterplan in 2018 and Vision 2035 recommend proper urbanization and traffic management of Mombasa. The major two bridge development (Gate Bridge and Nyali 2nd bridge) will change the traffic pattern. Road Development, Transport and Traffic The SGR, the Southern Bypass, and KeNHA road widening projects are Management completed and on-going, which will give a significant impact on traffic flow. The one-way regulation (happy-hour policy) in the Mvita and Nyali has been accepted by the user. Traffic Volume and Forecasts The SGR shift policy excluded the circulation of containers from the Changamwe Region, and minimized the congestion. Project Development in Transport Sector BRT and MRT plans are considered by the Gatecity M/P and ITDP. The one- way regulation expansion is also considered. ITS interventions Mombasa Traffic Signal Installation The existing signal operation is individual fixed phase operation, with traffic martial control in peak hours at the ‘77’ intersection. (Nairobi has installed a coordinated signal system along the 7 intersections) Communication Infrastructure CGM installed its own fiber cables for 90 CCTVs monitoring system, including WIMAX system Traffic management CGM installed 90 CCTVs monitoring system. CGM installed e-parking management (cashless payment) Traffic and Transport Information Provision No application in Mombasa Systems Public Transport Operation Management No application in Mombasa Utilization of Call Detail Record No application in Mombasa (A JICA study delivered the Wi-Fi prove packet system in Nairobi in 2017) Other ICT Interventions No application in Mombasa Source: JICA Study Team
(2) Issues and Potential ITS Development for Mombasa The following points are raised as issues for ITS project development in Mombasa. Strong and apparent motivation on traffic management The on-going two-large bridge investment may attract new traffic flows into island. The masterplans also expect a large population increase in the region. Particularly, the corridor along the Nyali Bridge – ‘77’ junction has severe traffic concentration and will require proper traffic management before the Gate Bridge connection development CGM has lead the traffic management policy including one-way regulation, however, its investment and technical capacity is not enough to deliver the modernized traffic control system. The national road agencies and regulatory institute appreciates the leadership of CGM and are ready to cooperate with the new traffic management policy. Particular issues per district Mwenbe-Tayari and downtown: very pedestrian-oriented area with high intercity bus and matatu concentration. Traffic signals may not work without proper regulation on those
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transport operators. Pedestrian crossing signals with enforcement facilities including guard rails should be considered Links road in Nyali: The reversible one-way system intervention has been implemented supervised by the traffic martials; however, it needs modernized application for further enforcement. Traffic signals for reversible lanes, proper lane markings, and CCTV enforcement could be considered. Nyali Bridge – ‘77’ junction corridors: biggest traffic in the region is observed; however, the road alignment along this corridor is properly designed, which can realize the proper traffic management with just the installation of coordinated traffic control, without geometric improvement. Roundabout presence Roundabout intersections will be a barrier for proper signalization, however, there are several roundabout intersections in the target corridors. A proper geometric improvement should be considered with the traffic signal installation. Communication infrastructure sustainability in the system The cable cutting accident was seen on the CCTV monitoring system owned by CGM, and the recovery of the cable was slow. The CGM developed its own server as well as communication system but the reliability of the existing CGM infrastructure should be examined. The communication infrastructure ownership and methodology should be optimized, through the pro-con analysis. The following development policies can be proposed for Mombasa. Area-wide coordinated traffic signal system should be considered with the following aspects Traffic management along the corridor of Nyali Bridge – ‘77’ junction – Gate Bridge Traffic management for new in-flow corridors on 2nd Nyali Bridge Pedestrian traffic control system and policy should be included to the Downtown and Mwenbe-Tayari area. Civil engineering portion for geometric improvement should be considered. Modernization of the reversible lane operation VMS, proper lane markings, CCTV enforcement should be considered as well as traffic signals. Communication infrastructure optimization A proper plan should be considered to minimize the operation and maintenance cost of the communication infrastructure in the system
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CHAPTER 3 ACCRA AND KUMASI - STATE OF PRACTICE ON TRANSPORT AND ITS
3.1 Outlook of Accra and Kumasi The current situation of urban traffic problem/issue and related policies to address it in Accra and Kumasi is shown in Table 3.1.1. Table 3.1.1 Outlook of Accra and Kumasi
Item Accra Kumasi Population Approximately 2.3 million (2019) Approximately 2.46 million (2010) Feature of city Capital City Hub of transportation between northern and southern parts of Ghana Major urban traffic Chronic traffic congestion due to economic Insufficient infrastructure supply to the traffic issues growth and urbanization is occurring, hindering demand. smooth economic activities The government's Measures such as intersection improvements and Measures such as grade separation for the approach to traffic trials of a public transportation system congested roundabout, one way operation in the issues improvement (BRT introduction) have been congested CBD area, or introduction of off-street taken, but they have not yet achieved satisfactory parking. results. Related recent surveys The Transport Master Plan Project in The Study on the Comprehensive Urban by JICA and other Greater Accra Region (2016.9) was Development Plan for Greater Kumasi 2013, donors implemented under the support from supported by JICA KOICA. With regard to ITS, Centralized Traffic Signal With regard to ITS, there is a concept of using the Control is recommended as one of the measure bus information & management system and to control the traffic in central area of Kumasi to traffic information collection and management improve the traffic circulation. Other measures system (including systematic control of traffic related to improvement of public transportation signals) associated with the introduction of BRT, are also recommended including BRT with as well as the data collected at the Traffic segregated lane. Mobility Center, which manages these as a whole. However, it is recommended to start with a simple and slim system to accumulate know- how in the early stages. National development The Coordinated Programme of Economic and Social Development Policies 2017 – 2024 policies (including ICT) The awareness of the current situation and the direction of its development in relation to road transport, information & communication, science, technology and innovation (STI) is indicated in the above Policies. Excerpts are presented below. Road Transport It is estimated that road transport accounts for 95% of passenger traffic and 90% of freight traffic, however the lack of road traffic capacity and inadequate transport management has led to congestion, especially in urban areas. Public transport is also a problem because of the unpredictability of travel times and the lack of operational standards for the service. As countermeasures to this, the report states that the road asset management should be focused on such issues as the road maintenance and axle-load management, as well as the improvement and maintenance of national and international arterial roads, and the development of more effective public transportation to alleviate congestion in urban areas. On the other hand, in order to reduce road accidents, legislative changes are planned to allow National Road Safety Commission to impose tougher sanctions on transporters and a database of driving licenses and licenses for commercial vehicles to assist in enforcement on road traffic laws to allow police and insurance companies to operate in an integrated manner.
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Item Accra Kumasi National development Information and Communication policies (including ICT) The number of data communication users is growing, but there are still problems such as insufficient infrastructure, such as access points, insufficient quality of ICT services, and limited use of ICT. In addition, there is inadequate security for online privacy and data. In order to remedy this situation, the government raised the targets of improvement on the communications network, improving the Internet and mobile networks, providing government e-services through the Infrastructure as a Service (IaaS), creating the proper environment to promote e-Commerce, and promoting online and offline cashless services. The government also promoted Business Process Outsourcing (BPO), establishing an innovation hub, and encouraging software and application development. Trends in ICT utilization Support for startup companies likely to be related to ITS The Government of Ghana, through the Ministry of Communications, under the "eTransform Ghana Project", has introduced an ICT innovation project at the Accra Digital Center that aims to promote digital entrepreneurship and create digital jobs for the youth. The project is organized by the Mobile Apps Lab (mLab) and the Innovation Hub (iHub). Mobile Fintech In May 2018, the Ghanaian Central Bank launched a system to ensure the interoperability of mobile money. The operation is carried out by GhIPSS (Ghana Interbank Payment and Settlement System Limited). GhIPSS is a subsidiary that is fully funded by the Ghana Central Bank. As of 2017, there are 11.1 million mobile money accounts. Assuming the smartphone penetration rate is 71.3% (as of 2017), there will be 19.6 million smartphones for a population of 27.5 million, and the account ownership rate for smartphone users is estimated to be 56.6%. Considering that the RIA Ghana ICT Survey only used 1% as of 2012, the penetration rate of the mobile phone from 2012 to 2017 is very high. Source: The World Bank: Urban Transport Project (UTP), KOICA: The Transport Master Plan Project in Greater Accra Region, The government of Ghana: The Coordinated Programme of Economic and Social Development Policies 2017 – 2024, Research ICT Africa.net: what is happening in ICT in Ghana 2012, Ministry of Internal Affairs and Communications, Japan, Study on ICT and Post in African Region (Ghana) 2018, JICA: The Comprehensive Urban Development Plan for Greater Kumasi 2013 and JICA Study Team
3.2 Transport System Development in Accra
3.2.1 Review on Superior Urban and Transport Planning
(1) Achievement and Suggestions of Urban Transport Project (UTP) 2007 – 2017 The Ghana Urban Transport Project (GUTP) was developed under the framework defined by the Letter of National Transport Policy prepared by the Government of Ghana (GoG) in 20071. The project overall objectives were to improvement of mobility in areas of participating metropolitan, municipal or district assemblies (MMDAs); improving traffic management and safety (area wide traffic signalisation) in Kumasi and Accra; and implementation of a Bus Rapid Transit (BRT) system in Accra. To promote a shift to more environmentally sustainable transport modes and lower transport-related GHG emissions along the Pilot BRT corridor in Accra. It was co-financed by the World Bank (IDA), AFD (France), and Global Environment Facility Grant. Although the project concept was approved in October 2007, the original scope was approved in April 2010. Afterwards the project entered the implementation phase which included some restructuring in December 2012, 2014 and 2015. The major revisions to the scope are as presented below;
1 Ghana Urban Transport Project, 2007
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Table 3.2.1 Major Revisions from the Original Scope of the Project in UTP
Component Revised Point Institutional Addition of new activity to establish a Greater Accra Passenger Transport Development Executive (GAPTE) to plan and regulate passenger transport operations in the Metropolitan Area. However, the fund for Center for Urban Transport (CUT) was reduced which was originally included. Introduction of BRT Due to significant cost escalation of the first phase of infrastructure development and a design and cost update for the remaining BRT trunk route, the GoG opted for provision of the quality bus service (QBS) along the Amasaman and Adenta corridors instead of the BRT route from Mallam to the CBD Area wide traffic signal The GoG decided to implement an area wide traffic signal control in the Kumasi control Metropolitan Area with funds from another source, the project scope was therefore reduced and this was dropped. The project funds were to be reallocated into strengthening traffic enforcement along the QBS route. The area wide traffic signal control along the Amasaman corridor in Accra was implemented. Source: UTP
According to the Implementation Completion and Results Report (ICR) of UTP, the QBS was not commenced at the completion timing of UTP (December 15, 2015).
1) Achievement of the Project This section presents various achievement of the Ghana Urban Transport Project realized in Accra and/or Kumasi. Introduction of QBS At the completion timing of the project, the QBS did not appear to be in service, but the QBS operation officially commenced on December 1, 2016 in Accra. There was a period of suspension of operations between September 2018 and early April 2019 due to the slump in operations, but since April 8, 2019, operations have been running at peak times. The main route is along the Amasaman corridor. Establishment of GAPTE One of the project's modified scopes, GAPTE, appears to have been established in 2014 as a regulatory body between Metropolitan, Municipal or District Assemblies (MMDA); in November 2014, the contract for the QBS 3 routes was awarded, however due to delays in the construction of civil facility, delays in bus procurement, training of bus drivers, and agreements with public transport operators, the start of operations was delayed until November 2016. Area wide traffic signal control The area wide signal control to support bus priority operation was introduced to the QBS route. The area wide signal control system is operated by DUR, which started its operation in July 2019 on the Amasaman corridor in Accra to augment the operations of the QBS operations, about three years and seven months after the completion of UTP. However, that of Kumasi as mentioned in Table 3.2.1 was dropped from the project. Regulatory Framework Policy guidelines, including a national guideline for the Regulation of Urban Passenger Transportation, have been developed, disseminated, and are operational for the advancement of urban transport in Ghana under the project.
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Institutional reforms Both national and subnational urban transport management structures have been established through the formation of the Urban Passenger Transport Unit’s (UPTU) at the Metropolitan, Municipal and District Assembly (MMDA) levels.
2) Lessons learnt from UTP
According to the ICR of UTP in December 2015, the World Bank reported the following conditions which should have been required to complete the project successfully: (a) Strong, high-level political commitment and a champion, preferably for the entire project life, to lead the process; (b) Institutional arrangements with a clear mandate, staffing, and budgets to regulate, manage, and operate the system, and coordinate among different stakeholders; (c) Development and endorsement of a multimodal public transport network and service plan integrated with land use planning to ensure the accessibility and intermodal connectivity; (d) Inclusive planning with citizens and existing public transport operators, both formal and informal, to build support for the BRT system and creating incentives for local operators (for example, through operating feeder lines or other routes, technical assistance, and training programs); (e) Communications with the public to explain the BRT system’s benefits, for example to users as an affordable, fast, reliable, and comfortable transport system, to society by improving people movement in congested corridors, and creating opportunities for sustainable urban development around transit points; and (f) Adequate technical assessment and completion of the BRT designs and bus operations for the target area, including well-adapted plans for maintenance of traffic, traffic management systems, and an Intelligent Transportation Systems.
(2) KOICA Transport M/P (TMP) in Greater Accra Region KOICA, Korea International Cooperation Agency, supported the Ministry of Transport and Greater Accra Regional Coordinating Council for preparation of The Transportation Master Plan in Greater Accra Region in 2015-16. The objectives were to set a clear direction for transport in the Greater Accra Region for the next 20 years, bringing together all modes of transport, across all areas of the region into an integrated urban transport system. The study summarized the characteristics of transport and traffic situation in the region as follows: High Population Density and Scattered residential housing estates The Accra metropolis CBD area has 11,000 pop/sq.km in 2010; in contrast, scattered, low density residential establishments are being development in parts of the North-Eastern parts of GAMA. Corridor Development Most businesses and commercial activities are concentrated along main roads such as the High Street, Ring Road Central, Liberation Road corridors. This has created an urban sprawl which radiates outward from the CBD. TMP proposed several transport service improvements for arterial bus, BRT system, railway, road network development, traffic management (Transport system management: TSM), and ITS improvement
3-4 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report approaches for corridor basis. The TMP suggested a short-term implementation plan targeting the Liberarion-Adenta corridor improvement with BRT. The details are as follows: Arterial bus and BRT system Rationalization of the inefficient Trotro network with BRT installation in the main corridor. Employing the Trotro service as a feeder and development of bus terminal facilities. Four radial routes and 2 circular routes were proposed. The WB’s Amasaman corridor BRT was specified as Line 2 (Route 2). Railway Network Plan TMP Team recommends 2 north-south axis and 1 west-east axis instead of the current 1 north-south axis and 0.5 west-east axis to build up GAMA’s urban railway network. Road Networks Identified 25 on-going urban road projects (400.8km) and additionally proposed 38 missing links (165km) to complete the radial and circular road network structure, and gave priority of the project. Transport System Management Identified 74 junction geometric improvement needs, including walkway installation, repavement, lane marking, etc. The 74 junctions are grouped into 7 corridor investment program. ITS project Proposed the coordinated traffic signal control system (TSCS) installation to realize the green-wave operation along the target corridors, bus information and management system (BIMS) for monitoring proper operation of BRT and bus services, and the establishment of TMC (Traffic Mobility Centre) for centralized monitoring and control purpose. Short-term development Proposed CRIPP(Corridor Renovation and Improvement Project Package), covering various traffic improvement interventions along the corridors, and targeted Liberarion-Adenta corridor (shown as C3 corridor) as the short-term project. The following figures show the conceptual idea for the plans above. The study team assessed that the TMP was influenced by the WB’s UTP proposals, and the TMP suggested to support the BRT installation concept along the Amasaman corridor to the other corridors with ITS methodologies. The TMP proposed the short-term project, however, it was not implemented. It should be noted that the Greater Accra Regional Coordinating Council was dissolved after completion of the TMP.
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Source: KOICA TMP Figure 3.2.1 Proposed BRT Routes in the Arterial Bus System
Source: KOICA TMP Figure 3.2.2 Proposed Railway Routes
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Source: KOICA TMP Figure 3.2.3 Proposed Road Network (On-going 25 Plans)
Note: The symbol shows the starting point of the route.
Source: KOICA TMP Figure 3.2.4 Proposed Target Corridors for ITS Implementation
(3) Spatial Plan The Greater Accra Regional Spatial Development Framework (RSDF) was published in 2017. It is a conceptual policy report for land use development strategy and it refers to the KOICA TMP for transport
3-7 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report planning. Basically, the RSDF proposes to support the transport network with a circular and radial network and corridor-oriented development with higher density. The RSDF identified 25 transport facility investment projects including BRT, road network, mobility improvement, commuter rail, and freight improvement.
Source: Greater Accra RSDF Figure 3.2.5 Proposed Conceptual Urban Struture in Greater Accra RSDF
The RSDF analyzed the achievement of road development in the Accra region by district by showing the road densty index (km/sqkm) as follows. Some districts close to CBD achieved more than 102, however, the rural district are less than 1.0, with poor accessibility in suburb areas. Table 3.2.2 Road Accessibility Index
Source: Greater Accra RSDF
2 For reference, Tokyo 23 ward: 19.1, Tokyo Tama district 9.6 (2013), Jakarta 10.5 (2015), Nairobi 9.7 (2018)
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(4) Urban Railway Investment by Ministry of Railway Development Ministry of Railway Development (MORD) was established in 2017, to ensure and increase infrastructural growth and service delivery in the railway development sector. Mainly its primary interest is to develop the national railway network connecting the resources in inland regions to major ports, however, it also has studies and policies for the Accra urban railway development as follows:
LRT/Tram consideration with Czech group3 A private consortium is working for a LRT installation preliminary study for Accra and Kumasi under cooperation of MORD and AMA. Skytrain project4 The MORD engaged a concession agreement for a private investment project for elevated light rail services (Skytrain project), initiated by the private consortium (AiSky Train Consortium) from South Africa. It is noted that AMA was not involved to this project. The Chinese company Norinko is also proposing a urban railway project. According to AMA, it is heavy rail project.
3.2.2 State of Practice on Road Development, Transport and Traffic Management5
(1) BRT (QBS) Installation and Corridor Development under UTP As aforementioned, the WB UTP project failed to install full-spec BRT services but succeeded to establish exclusive lanes partially along the Amasaman corridor, a coordinated traffic light system, and terminal and bus stops with bus bays. The UTP’s infrastructure development covers 74 small scale intersection improvement projects throughout the city, as shown in Figure 3.2.6. Based on site observation of the study team, the Amasaman Corridor’s exclusive lanes for bus operation covers only 1km of the 23km-operational section from CBD to Amasaman terminal, and the continuity of the exclusive lanes are too poor to establish bus operation punctuality. In the CBD area within the inner ring road, the parallel two north-south roads were made into one-way corridors which expanded the road capacity for BRT operation, without installing exclusive lanes. The three-layer flyover at the junction of the inner ring road and Amasaman corridor contributes to keep punctuality of the QBS.
3 http://www.mrd.gov.gh/4/16/99/feasibility-studies-on-light-railway-system-in-kumasi-to-begin-soon 4 http://www.mrd.gov.gh/4/16/105/accra-sky-train-investment-project-receives-big-boost-with-signing-of-concession-agreement 5 See also Chapter 4.9 of the Final Report, Comprehensive Development Master Plan in the Mombasa Gate City, 2018
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Up: The main corridor for QBS operation (Amasaman Corridor) Right: Minor junction improvement (showing 60 locations in Accra)
Source: WB, UTP ICR Figure 3.2.6 UTP's Infrastructure Investment
BRT lanes out of inner ring road BRT lanes in CBD
Typical signal installed junction along the Amasaman Terminal facility in CBD corridor with proper lane marking
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Bus stop facility in CBD Bus bay and stop facility in suburb
QBS One-way operation in CBD Source: JICA Study Team Figure 3.2.7 BRT(QBS) Related Facilities in ACCRA
(2) Three major flyover projects The following three major flyover projects are on-going in Greater Accra Metropolitan. Tema junction improvement (The Project for Improvement of Ghanaian International Corridors) Located in Tema city, 25km east from Accra CBD, connecting the Tema port access road to Lagos-Abijan international corridor and Eastern Corridor of Ghana Funded by Grant Agreement with Government of Japan, 6.259 billion Japanese Yen. Construction of an underpass to improve the Port access to Eastern corridor, and eliminate the existing roundabout with proper geometric improvement. This improvement was planned and designed for intercity connection, however, it locates at the edge of growing Tema city, a part of Greater Accra Metropolitan, therefore, it will work for urban transport improvement in Tema. It is expected to be completed in June 2020.
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Pokuase junction improvement, Accra Urban Transport Project (AUTP) Located along the Accra-Kumasi corridor, 15km northwest from CBD, where QBS Amasaman route services passing at this junction, Funded by AfDB loan and Ghana Government, The total project cost is 68 million UA (approx. 88 million USD) Congested location along the major corridor with intercity and intracity traffic. The hinterlands around the junction were developed as residential and commercial areas. Construction of three layers of grade separation. The expected completion is October 2020. The main contractor Chinese China Railway Wuju Group Corporation Obetsebi-Lamptey interchange Located along the inner ring road, western of CBD, crossing the Graphic road and Dr Busia road. 3km away from CBD, and will complete full grade separation of the inner ring road with major radial corridors, construction of three layers of grade separation. Funded by national government investment in the amount of USD 135 million, with support of a commercial loan by the HSBC Bank (UK)6.
Pokuase interchange completion image Obetsebi-Lamptey interchange Source: AfDB, Daily Graphic Figure 3.2.8 BRT(QBS) Related Facilities in ACCRA
3.2.3 Reviews on Traffic Volume and Forecasts The KOICA TMP made a comprehensive traffic survey in Sep-Oct 2015 and network analysis model for future demand projection and assessed the present and future traffic conditions. AMA also conducted a study of Mobility Accra, a public transport route and passenger surveys deploying GPS devises for Trotros. It should be noted that the owner of the study is Ministry of Transport, Ghana, however, the transport model have not been handed over to the ministry after the completion of the study.
6 https://www.ghanaweb.com/GhanaHomePage/NewsArchive/Fact-check-Mahama-secured-funding-for-Obetsebi-Lamptey- interchange-792218
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Present conditions Identified heaviest traffic along the Nsawam road (Amasaman Corridor) and Liberation road, particularly during the peak hours. Trotro occupies 62% in modal share, then private cars with 21%, bus with 9.9% in TMP traffic survey. This large Trotro share is similar in the AMA study. The AMA study also mentions 50% of the The major Trotro routes origins are at Tema Terminal and Lapaz Terminal in Accra. AMA study mentions 62% of Trotro services operate their services without proper renewals. Future Conditions The traffic situation in 2025 and 2035 were forecasted, assuming urban population will reach 7.3 million in Greater Accra region. The highest traffic volume will appear on the Ring road, forecasted to be between 70,695 and 197,338 by sections, which is 2.2 times larger than 2014. The average travel speed will be 7.3km/h
Source: KOICA TMP Figure 3.2.9 Peak Hour Traffic Characteristics (2015)
Source: KOICA TMP Figure 3.2.10 Modal Shre (2015)
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Source: Mobility Accra study (AMA) Figure 3.2.11 Major Trotro Registering Locations
3.2.4 State of Practice on Project Development in Transport Sector
(1) Implementation of Quality Bus Service
1) Quality Bus Operation The Amasaman line, planned in the revised scope of the World Bank’s UTP, is the main route of operation, operating only during peak hours. The Quality Bus also operates on three other routes.
Total view of Bus Drive Recorder and Monitor Camera for incoming passenger Source: JICA Study Team Figure 3.2.12 Quality Bus and Its Inside Equipment
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The GAPTE outsources bus operations to three companies (i.e. GPRTU BRT, Cooperative BRT and Amalgamate BRT); GPRTU (Ghana Private Road Transport Union), Cooperative BRT and Amalgamate BRT are reorganized unions of 52, 30 and 20 TroTro operators respectively. In total 115 bus drivers are provided through those 3 unions. These three Union TroTro Operators had been operating TroTro on routes that would have competed with Quality Bus, but ended up working together to operate Quality Bus. The government's transport strategy calls for the formation of a new transport network that combines the Quality Bus as a backbone transport and the TroTro as a feeder transport. However, the current situation is that TroTro and taxis use the stops at Quality Bus stations, and Quality Bus uses the driving lane to get passengers on and off temporally. This situation must be improved continuously.
TroTro and Taxi waiting for the passengers at Passengers getting on and off condition of Bus stop (Achimota Old Station） Quality Bus at the bus stop Source: JICA Study Team Figure 3.2.13 TroTro and Taxis Wait for Passengers at a Bus Stop for Quality Bus
The reason for this situation is that the road infrastructure for feeder traffic is in a much worse condition than the road infrastructure for the Quality Bus, which is the backbone of the traffic.
2) Enforcement of unauthorized driving of dedicated (priority) lanes Originally, the Quality Bus was planned as a BRT, but as mentioned above, it became QBS due to difficulties in constructing dedicated lanes. A part of the route was developed with dedicated lanes, and that section had been operated as intended, and had been subject to enforcement as originally planned. However due to so many complaints from road users, the dedicated lanes are no longer being operated. With that, the BRT's advantage was lost. The current enforcement, which GAPTE is working with Police in response to vehicles entering the bus priority lane, response to vehicles stopping for a long time around the bus stops and response to traffic accidents. The Enforcement is made by using 5 specific vehicles and two motorbikes. Two vehicles belongs to GAPTE, the other two vehicles belongs to police, and the remaining one belongs to another organization.
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Enforcing Vehicle on Bus Priority Enforcement Enforcing vehicle belonging to GAPTE Source: JICA Study Team Figure 3.2.14 Enforcement Vehicle for GAPTE
3) Automatic Fare Collection (AFC)
The operation of AFC using Smart Cards has been suspended, however it is scheduled to resume in March 2020 (as of the February 2020 survey). GAPTE believes that it would be desirable for TroTro, as feeder traffic, to have AFC with Smart Card, which can be used in common with Quality Buses. In this way, GAPTE believes it is important for both the convenience of users and the management of the bus business to create a seamless usage environment. This is because GAPTE understands that proper fare revenue management with reference to the number of users is possible by introducing an AFC system. Furthermore if the potential of using the data collected by the AFC can be considered, it will make public transport more convenient for users. For example, passenger get on and off data can be used for effective bus route planning, and the necessary temporary stopping spaces for TroTro for the passengers transferring from the Quality Bus can be located adjacent to the bus stops of Quality Bus.
Inside of the Quality Bus (IC Card Inside of the Quality Bus (Exit Card R/W and 2 Reader/Writer at entrance, Entrance Gate) Monitoring Cameras) Source: JICA Study Team Figure 3.2.15 AFC Equipment and Related Equipment in the Bus
(2) QBS bus procurement and its low refundability situation The WB’s UTP project expected to hire private bus operators who can provide the bus fleet for BRT operation, however, there were no private companies which could offer BRT service under such conditions. MOT decided to purchase the 295 buses and supporting facilities by commercial loan condition. A Swedish
3-16 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report commercial bank offered the loan with the bus fleet contractor SCANIA, with a 10-years repayment condition. The Ministry of Finance of Ghana is the financier of the loan contract, and MOT is the executive body. The MOT specified the technical details and The UK Crown Agents supervised the procurement management. The loan amount was 110 million USD, which includes 295 buses for 87 million USD, and the bus maintenance facilities and infrastructures for 23 million USD. According to the condition above, the price of one bus unit comes to 300,000 USD, which includes AFC, FMS units, etc. At present, MOT leases 86 QBS buses to GAPTE with strict financial conditions, therefore, GAPTE steering committee needs to improve bus operation efficiency, however, the present QBS service operates only during peak hours, and some buses remain in the bus terminals even during peak hours. The Steering committee assesses that the present operation condition with the new QBS buses is in a breakeven status. Out of the 295 buses, 65 units are used in Kumasi, 50 units are for intercity service operation, and some have operated along the 3 main corridors in Accra since September 2019. JST assesses this situation as follows: Due to difficult the economic situation of Ghana, it was un-avoidable to apply the commercial loan for the QBS fleet procurement. The low utility of the QBS is a critical issue for refunding. The GAPTE says the low utility is attributed to the shortage of the BRT lanes, however, MOT, Local assemblies and GAPTE can control the Trotro operators who compete along the QBS route. It can be said it is a conflict of interest that those Trotro operators are members of the steering committee of GAPTE. A transformation of GAPTE is expected in the year 2020. GAPTE would be positioned as supervisor and enforcement body, and individual private operators will undertake the QBS operation, however, it can be said the capacity of enforcement are minimal for GAPTE, moreover, the Trotro-based private operators for QBS may destruct the operation in future.
3.3 Transport System Development in Kumasi
3.3.1 Review on Existing Urban Development Plan/Urban Transport Plan An Urban Development Plan and/or Transport Master Plan for Greater Kumasi was developed in 2013 with support from JICA. Current development being undertaken by the Kumasi Metropolitan Assembly and Department of Urban Roads are guided largely by the JICA transport Masterplan, that notwithstanding, the interviews confirmed that some deviations have been made to respond to unforeseen emergencies and emerging contemporary issues. The JICA team in 2013, developed a spatial development plan for Greater Kumasi which consists of landuse plans and various infrastructure plans. The planning horizon considered an urban growth boundary for Greater Kumasi within which development should be confined over a twenty years period. The team proposed to phase the development plan over three periods (2013- 2023, 2013-2028, and 2013-2033)7. The spatial road network development plan shown in Figure 3.3.1. Broadly, the plan sought to prevent or limit sprawl and unnecessary degradation of agricultural land; intensify land use in the city centre while also relieving the pressure on it by creating centres near main intersections on the Inner Ring Road and other urban centres within the conurbation, including a “secondary urban centre” joined by a primary urban corridor to Ejisu;
7 Japan International Cooperation Agency(Jica).The Study on Comprehensive Urban Development Plan for Greater Kumasi in the Republic of Ghana. Spatial Development Framework (SDF) for Greater Kumasi Sub-region (2013)
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create a secondary urban corridor along Kumasi-Mampong road; tertiary district centres at District Capitals; proposals for some new industrial development areas linked to a new outer ring road; etc.
Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.1 Diagram of Spatial Development Framework for Greater Kumasi Conurbation 2033
The transport plan specified in the above figure is formulated based on the future traffic demand. The following figure indicates the results of Traffic Assignment for existing 2012, future 2033 without cases of supply-side measures (infrastructure-based measures) and demand-side measures (TDM-based measures and with case of it.
Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.2 Traffic Assignment Result for Existing Case 2012 (Left), Without Case (Mid.) and With Case (Right)
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3.3.2 Infrastructure Sector Plans and Programmes for Greater Kumasi Sub-Region The Government of Ghana tasked Japan International Cooperation Agency (JICA) for provision of a technical assistance project for formulating a Comprehensive Urban Development Plan for Greater Kumasi, in accordance with the New Spatial Planning System, as well as TCPD’s capacity development concerning spatial planning. Under the Strategies for Infrastructure Sectors in the sub-region, the objectives of the transport sector development and management were set out as follows: To provide high quality transportation infrastructure to strengthen the socioeconomic linkage of Kumasi to surrounding districts and other regions To establish efficient public transportation along the key corridors of Greater Kumasi Sub-Region to facilitate mass movement of people and goods efficiently To support socioeconomic development of Greater Kumasi Sub-Region and induce development along key corridors and surrounding districts The aforementioned objectives guided the formulation of policy and strategy, which subsequently directed the list of transport sector plans and programmes briefly discussed below.
3.3.3 Transport Sector Plan and Programmes The plans were divided into six categories touching both the infrastructure and operational aspects of the transportation system.
(1) Plans for Road Network Development
The masterplan identified the following improvements for the effective functioning of the road network of the Greater Kumasi area. Reorganisation of the hierarchy of roads or re-classification of some roads within the Greater Kumasi area/ Greater Kumasi Conurbation as shown in Figure 3.3.3. Development of mass transportation network infrastructure on some selected corridors including the inner ring road, Abrepo Road and Old Bekwai Road and the inner ring road. In addition to the inner ring road and outer ring road, promote the realization of a middle ring road for better traffic circulation by upgrading existing roads that can be improved to form a middle ring road. Develop a new arterial road from Ejisu to Kumasi that runs parallel to Accra road to provide an alternative route and to further strengthen the connection between the two key towns. Recognize the necessity to increase the road capacity by widening critical roads for traffic such as the Western bypass section, Southern bypass section, Lake Road, Mampong Road.
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Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.3 Urban Arterial Roads and Urban Collector Roads
(2) Plans for Intersection and Signalization Improvement
In order to ease the recurrent congestion and bottlenecks at intersections on selected corridors, the following recommendation were. Coordinate traffic signals in the entire road network employing actuated and intelligent systems (from static fixed time to dynamic/intelligent and demand responsive traffic signals) to reflect the traffic flow situation on the ground. Remove traffic bottlenecks by segregating traffic conflicts at major intersections such as Suame, Abrepo, and Anloga. Improve traffic operations at other intersections by optimizing traffic signals. Assess other critical intersections and enforce necessary measures
(3) Plans for Public Transport Development To transform the citywide transport system from the predominantly informal paratransit buses (trotro), the following were suggested: Promotion of a shift from low capacity (trotro) to high capacity public transport system (bus) as the backbone of the transportation system (Type B bus system).
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The operations of the Type B system, contrary to the Type A system (trotros and buses without route service agreement), is based on route service agreement and include scheduled bus service which may be supported by bus preferential strategies and infrastructure8. Development of a BRT and bus network that covers the nine radial roads and inner ring road. Development of Transfer Points/Interchange Hubs in Tafo, Anloga, Kwadaso, Abinkyi, and Ejisu where long distance trips will terminate. Trips to the final destinations will be facilitated by other transport modes.
Airport roundabout
Accra (Ejisu) Road Sunyani Road
Lake Road Santasi roundabout
Ahodwo roundabout
Prioritized Route
Source: JST add information to the study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.4 BRT Routes and Type B Bus Routes including Prioritized Route
ROM Transportation Engineering Limited, is undertaking consultancy services aimed at the feasibility of introducing Mass transit in two Lots as follows; Lot 1 aims to deploy about 60 high capacity buses supplied from the Ministry of transport from Accra and Lot 2; a study to introduce a full BRT including construction of dedicated lanes. This project is supported by AFD. In this study, route priority is given. The ranking is 1st Sunyani Road, 2nd Ejisu Road and 3rd Lake Road shown in the above Figure 3.3.4.
(4) Plans for Freight Transport Management
Traffic congestion, lack of parking space particularly in the city centre, and lack of terminals, among others were identified as some of the challenges faced by the urban freight industry in Kumasi. The following strategies were suggested to improve the situation: Reorganization of freight delivery particularly inside the city Strengthening of cooperation among the stakeholders of the freight industry. Reduce the number of large trucks trips on the middle ring road by establishing Bulk Breaking Points
8 The World Bank. (2017). Implementation Completion and Results Report on an International Development Association Credit, a Global Environment Facility Grant And An Agence Française De Développement Credit To the Republic Of Ghana for an Urban Transport Project
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In the long term, reduce the number of trips of large trucks in the outskirts of the city by building truck terminals that will also serve as bulk breaking points. Rehabilitate the railway line from Takoradi to Kumasi and Tema to Kumasi to realize efficient goods movement. Realignment to connect with Boankra port and extension further north should also be considered. Figure 3.3.5 shows the proposed locations of the Dry Port, Truck Terminals and Bulk Breaking Points and the proposed new routes for the railway.
Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.5 Dry Port, Truck Terminals and Bulk
(5) Projects for Transport Sector Development
Table 3.3.1 shows the proposed projects in the transport sector to increase the capacity of the road network and remove bottleneck at sections that could not accommodate the current traffic demand. The projects therefore include widening of critical sections of the road network and construction of new roads (missing links) and the outer ring road. The Department of Urban Roads is expected to be the implementing agency. The list of projects proposed by the 2005 AFD-assisted Transport Study and reiterated in the 2011 WB- assisted Transport Plan for Kumasi Study had not yet been implemented during the JICA study. Projects Nos. 20 and 21 were additionally proposed by the JICA-assisted 2013 study.9
9 Japan International Cooperation Agency (JICA). The Study on Comprehensive Urban Development Plan for Greater Kumasi in the Republic of Ghana. Spatial Development Framework (SDF) for Greater Kumasi Sub-region (2013)
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Table 3.3.1 Road Network Scheme Proposed Interventions
No. Road Network Scheme Interventions Length (km) 1 Widening of Western bypass to 4 lanes in certain sections 3.60 2 Widening of southern bypass to 4 lanes in certain sections 3.40 3 Widening of Lake Road to 4 lanes (Phase 2) 4.15 4 Widening of Mampong Road to 4 lanes in certain sections 5.50 5 Widening of Harper Road to 4 lanes from Ahodwo RB to Prempeh I Street 2.12 6 Widening of New Bekwai Road to 4 lanes from Santasi RB to Bekwai RB 2.53 7 Widening of Old Bekwai Road to 4 lanes from Ahodwo RB to Daban 3.48 8 Widening of Antoa Road to 4 lanes from Airport RB to Buokrom estate 2.64 9 New link connection of Lake Road and Century Hall Road, 4 lanes 1.20 10 New link Old Bekwai Road and New Bekwai Road, 2 lanes 3.10 11 New Outer Ring Road 91.49 12 12 Yaa Asantewaa Rd widening to 4 lanes in certain sections 3.11 13 Bantama Road widening to 6 lanes in certain sections 0.63 14 Eastern bypass widening to 6 lanes in certain sections 2.60 15 Offinso Road widening to 6 lanes from Suame RB to New Magazine Rd 3.62 16 Kwadaso Road widening to 4 lanes from Sunyani Rd to Ohwimase Rd 1.12 17 Maxwell Rd and Zongo Rd widening to 4 lanes 1.09 18 Guggisberg Rd widening to 4 lanes 2.35 19 Government Rd widening to 4 lanes 1.24 20 New link connection between Ejisu and Kumasi (2 lane) 17.21 21 New CBD Road (2 lane) 3.01 22 New Middle ring road by upgrading local roads (2 lane) 48.23 23 Local Road Upgrade in future urbanized area (2 lane) 468.89 Total 676.31 Source: Transport Plan for Kumasi, WB (2012) and JICA Study Team for the Comprehensive Urban Development Plan for Greater Kumasi
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Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.6 Location of Projects under Road Network Development
(6) Projects on Intersection and Signalization Improvement Sub-Programme In the short term, the project team recommended the modification of signal timing plans for five signalized intersections and redevelopment of another five major intersections to accommodate the high traffic demand and ensure smooth flow of the traffic in the whole network. Additionally, other fourteen intersections were earmarked for some improvement measures to reduce vehicle delay and improve pedestrian safety. Table 3.3.2 shows the projects on intersection and signalisation improvements for Greater Kumasi. Figure 3.3.7 also shows the location map of the intersection and signalisation projects.
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Table 3.3.2 Intersection Improvement Program
Project Intersection Remark Junction 1 Signal optimisation – Zoo junction Implemented signalisation 2 Signal optimisation – Abrepo junction Implemented Scheme 3 Signal optimisation – Kroform junction Implemented 4 Signal optimisation – Top High junction Implemented 5 Signal optimisation – Anloga junction Implemented Intersection 6 Anloga Intersection Design was completed and construction will be improvement started shortly. by conversion 7 Airport Roundabout Not implemented to flyover 8 Suami Roundabout Design was completed and construction will be started shortly. 9 Santase Roundabout Not implemented 10 Ahodwo Roundabout Not implemented KMA 11 Osei Tutu II Blvd. at KNUST Intersection 12 Harper Road / James E. Bandoh Drive Improvement 13 Southern Bypass / Adiembra Road 14 Western Pypass / Edwenase Road 15 Atoa Road / Buokrom Estate Road 16 Aboabo / St. Patrick Road 17 Mampong Road / Cemetery Road 18 Mampong Road / New Suame Road 19 Mampong Road / Tafo Hospital Road 20 Mampong Road / Pankrono Estate Road 21 Obuasi Road / Odeneho Kwadaso 22 Obuasi Road / Fankyenbra Road 23 Obuasi Road / Adiembra Road 24 Obuasi Road / Santasi New Site Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 and JICA Study Team
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Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.7 Location Map of Projects under Signalisation and Intersection Improvement
(7) Projects on Public Transport Development Sub-Programme The significance of the public transport development projects listed in Table 3.3.3 was to gradually shift the mode of public transport from a low capacity (trotro) to a high capacity public transport system (bus) as the backbone of the transport system. The proposed Type-B bus routes cover all important corridors of Greater Kumasi area and the inner ring road. The central idea is to initially have these Type-B buses serve these corridors. Some of these Type-B bus corridors would then be replaced by BRT in the future in the selected six corridors. Figure 3.3.8 shows the location map for the projects under public transport development. Table 3.3.3 Public Transport Development Projects
Type B Transit Routes Scheme Length (Km) Status 1 Antoa Road Type B Routes 8.80 Not piloted 2 Mampong Road Type B Routes 8.80 Piloted 3 Offinso Road B Routes 8.20 Piloted 4 Abrepo Road B Routes 7.40 Piloted 5 Sunyani Road B Routes 8.30 Piloted 6 Bekwai Road B Routes 8.40 Piloted 7 Old Bekwai B Routes 9.90 Piloted 8 Lake Road B Routes 10.40 Piloted 9 Accra Road B Routes 15.30 Piloted 10 Orbital Route Type B Route 18.30 Not piloted
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Type B Transit Routes Scheme Length (Km) Status BRT Routes Scheme Length (Km) Length (Km) 1 BRT Mampong Road 8.80 Not implemented 2 BRT Offinso Road 8.20 Not implemented 3 BRT Sunyani Road 8.30 Not implemented 4 BRT Bekwai Road 8.40 Not implemented 5 BRT Accra Road 15.30 Not implemented 6 BRT Lake Road 10.40 Not implemented Other Public Transport Scheme 1 Interchange Hubs Not implemented 2 Sustainable Transit Corridor (using railway corridor) Not implemented 3 Park & Ride (7 sites) Not implemented Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 and JICA Study Team
Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.8 Location Map of Public Transport Development Sub-program Projects
(8) Projects on Freight Transport Management Sub-Programme
The projects identified under this program as shown in Table 3.3.4 The rationale was to contribute to improvement of traffic flow in the network through reduction in the number of delivery truck vehicle which traverses the city center. The reorganisation of freight delivery and distribution of goods was planned to include the construction of truck terminals and bulk breaking points in the city. The location map for the freight transport management is shown by Figure 3.3.9.
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Table 3.3.4 Freight Transport Management Sub-program
No Freight Transport Measures Remarks 1 Dry Port at Boankra Construction commenced November 202010 2 Truck Terminal at Kodie Not implemented 3 Truck Terminal close to New International Airport Not implemented 4 Truck Terminal at Bekwai Road Not implemented 5 Bulk Breaking Point at Offinso Road Not implemented 6 Bulk Breaking Point at Accra Road Not implemented 7 Bulk Breaking Point at Lake Road Not implemented 8 Bulk Breaking Point at Bekwai Road Not implemented 9 Bulk Breaking Point at Sunyani Road Not implemented 10 Time Window for Truck Delivery within the inner ring road Not implemented 11 Truck Access Control (Total Truck Ban after completion of outer ring road) Not implemented 12 Establishment of Forum on Freight Transportation Not implemented 13 Railway Upgrade Tema On-going 14 Railway New Construction Kumasi Not implemented Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 and JICA Study Team
Source: The Study on the Comprehensive Urban Development Plan for Greater Kumasi by JICA, 2013 Figure 3.3.9 Location Map of Freight Transport Management Sub-program
10 https://www.ghanaports.gov.gh/Media/news-details/1206/TC2NY545/PRESIDENT-AKUFO-ADDO-CUTS-SOD-FOR- US$330-MILLION-BOANKRA-INLAND-PORT
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3.3.4 Transport System Development in Kumasi - Achievement and Suggestions of Urban Transport Project (UTP) 2007 – 2017 Although it is mentioned in Clause 3.2.1, Kumasi related scope of work and its achievement is shown below; Infrastructure Development The project included improvement works at selected intersections in Kumasi, and the construction of a terminal in Ejisu. However, due to funding constraints the works in Greater Kumasi Area were discontinued after designs had been made. Area wide traffic signalisation The area wide traffic signalisation for Kumasi, which was originally included in the scope of work was dropped from the project. Procured bus for quality bus service According to GAPTE, 65 buses are allocated for operation in Kumasi among the procured buses. Others are allocated for operation within Accra area and intercity bus.
3.3.5 Information on Road Development Over the years not much have been achieved in Kumasi in terms of introduction and / or construction of new links to increase the capacity of the whole road network. The projects undertaken over the years have mostly been rehabilitation works, asphaltic works/overlay, sectional repairs and partial reconstruction. Table 3.3.5 shows some of road development projects currently ongoing in the Greater Kumasi Area under the jurisdiction of DUR. These road works cover about 201 km of road. Table 3.3.5 Current Projects on Going in Kumasi under the Jurisdiction of DUR
S/N Project 1 Rehabilitation of Adeko Gyakye and Kwamo Area Roads, Ejisu Ashanti Region (6.70km) 2 Rehabilitation of Serwah Kura and Kwaso Area Roads, Ejisu Ashanti Region (5.83km) 3 Rehabilitation of Selected Roads in Effiduase, Ashanti Region (5.00KM) 4 Asphaltic Works on Tech. Junction-Anloga Junction within Kumasi Metropolis (2.50km) 5 Asphaltic Works on Selected Critical Arterial and Major Collector Roads within Kumasi Metropolis (12.50KM) 6 Asphaltic Overlay of Selected Arterial and Collector Roads within Bantama and Manhyia Sub-Metro in Kumasi (14.00km) 7 Sectional Repairs of Antoa Road (4.00KM) 8 Asphaltic Overlay of selected arterial and collector roads within Oforikrom Sub-Metro (13.30km) 9 Asphaltic Overlay of Selected Arterial and Collector Roads within Suame and Tafo Pankrono Sub-Metro in Kumasi (16.00km). 10 Rehabilitation Of Abaa Road Link, Tafo Sda Street & Link & Tafo Hospital Link, Ahenbronum Area Road, New Road Link And Ahindonum Main Street (5.20km) 11 Rehabilitation Of Buokrom South Africa Roads (7.00km) 12 Asphaltic Overlay of Selected Roads in Kumasi (50.00KM) 13 Partial Reconstruction Of Selected Roads Within Krapah Town(9.00Km), Ashanti Region 14 Asphaltic Overlay of Selecteed Roads within Subin and Kwadaso Sub-metros in Kumasi (23.7km) 15 Asphaltic Overlay of Selecteed Roads within Suame and Tafo Sub-Metros in Kumasi(26.30km) Source: JICA Study Team
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3.3.6 Proposed Public Transport Projects for Greater Kumasi
(1) Light Rail Transit (LRT) consideration with Czech group
A private consortium is working for a LRT installation preliminary study for Accra and Kumasi under the cooperation of Ministry of Railways Development and the Kumasi Municipal Assembly11. This is at the prefeasibility stage.
(2) Cable car12
According to the KMA head of transport, this project is to link Airport area, Manhyia, CBD and the Regional Coordination Council. It is still at the planning stage.
(3) Bus rapid transit (BRT) system
ROM Transportation Engineering Limited, is undertaking consultancy services aimed at the feasibility of introducing Mass transit in two Lots as mentioned in Clause 3.3.3 (3). In line with this, KMA in collaboration with SCANIA bus manufacturers trained 41 drivers in 2019 to operate the 60 buses provided by the Ministry of Transport13. The operations of the BRT bus services are now being piloted on the seven major radial arterials (i.e., Adum/Ejisu route, Tafo route, Suame route, Abuakwa route, Pakyi/Bekwai route, Lake route, and Abrepo route) and other collector arterials in the Greater Kumasi Metropolitan area. The piloted buses operate every day during the morning and evening peak periods. Although the SCANIA buses deployed for the pilot study have been built with ITS devices such as validators (see Figure 3.3.10) for using e-card payment systems, this has not been deployed because of lack of the prerequisite infrastructure. There are currently no bus terminals, priority treatments (e.g., dedicated lanes, queue jumps, and transit signal priorities) and mobile payment agents / point of sales locations for e-card services. The Assembly is looking for a permanent depot with workshops, operational offices and other necessary facilities to enhance the operations of the BRT bus system8. The ROM Engineering study seeks to provide an improvement study to guide the Bus services in Kumasi by learning the operational and institutional flaws of the Aayalolo QBS in Accra.
11 https://thechronicle.com.gh/kma-boosts-public-transport-in-kumasi-metropolis/ 12 https://www.graphic.com.gh/news/general-news/ghana-news-pilot-brt-takes-off-in-kumasi-60-buses-for-full- implementation.html 13 https://thechronicle.com.gh/kma-boosts-public-transport-in-kumasi-metropolis/
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BRT bus parked at the CBD Interior view of the bus showing tensile
Stopping knobs; and handles for standees Validator for validating e-cards during passenger exit Source: JICA Study Team Figure 3.3.10 BRT Bus for KMA
3.3.7 Traffic/Transport Regulations
(1) The Road Traffic Regulations, 2012 (L.I. 2180) In 2012, the Parliament of Ghana passed the Road Traffic Regulations, 2012 (L.I. 2180) into law. This law regulates road transport in the country. It governs motorized vehicles and the general road environment usage to ensure discipline and safety on all roads. The Motor Traffic and Transport Department (MTTD) of the Ghana Police Service is the institution mandated by law to enforce the road traffic regulations14. It also mandates the axle load units of the Ghana Highway Authority to enforce and regulate the weight of vehicles using the trunk roads of the country. Further, the driver and vehicle license authority (DVLA) is mandated to ensure the licensing of drivers and vehicles. DVLA now is mandated to designate a private motor vehicle testing station where motor vehicle examination may be conducted. According to the KMA head of transport, the regulatory activities of Transport departments of metropolitan assemblies in terms of public transport planning, management and operations are governed by the road traffic regulations, 2012 (L. I. 2180).
14 http://police.gov.gh/road-safety-agencies.html
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(2) Bye laws on urban passenger transport The Local Government Act (Act 462) mandates the metropolitan, municipal and district assemblies to plan and regulate urban transport within their jurisdiction. Therefore, each Assembly has promulgated Urban Passenger Transport Services Bye Laws to regulate passenger transport operations. Within the assemblies, urban passenger transport units and task forces have been set up to directly regulate the transport services under a new regulatory regime15.
3.4 ITS and ICT Application in Accra
3.4.1 Traffic Signal Installation along the QBS Corridor
(1) Outline of the Project With AFD support, a signal system controllable from the Traffic Control Center has been installed for the main QBS corridor, Amasaman Corridor (Nsawan Road to Kojo Thompson Road / Kwae Nkrumah Avenue). This area wide traffic signal system was included in the scope of the UTP, a project of co-financing with the World Bank. The project included procurement and installation of 15 traffic lights, 37 CCTV cameras, and electromagnetic sensors (embedded in the pavement) to measure the traffic flow at each intersection. The contractor was Aluvisa (a Spanish company) and worked with the local company, Aluvisa Dakal, to install the equipment. The traffic signal control method is called ARTICO and it is a Spanish control system. The traffic counter sensor installation location is before the stop line of the intersection. Two recessed sensors are embedded on the surface of one lane, so speed can be measured, but currently only the data of vehicle counting is collected and used. The function of identifying type of vehicle is not introduced. The sensor is manufactured by Sensefieldsm a Barcelona based start up company. The sensor’s strong point is the durability of 5 years with a battery. In the center system, in addition to the Traffic Control Center, there is server room and testing room of the equipment. Included are the control panel of the signal, testing pelican signal button, street light using solar panel with battery and so on.
(2) Operation Condition and realization method of PTPS
The system was put into operation in July 2019. There are 4 operators and 2 supervisors. The corridor is divided into three sections and three operators and each operator monitors his/her own section, and if some kind of event or incident is detected, the supervisor takes action such as calling the police. Another operator monitors the BRT movement, and when BRT approaches the signalized intersection, the signal for BRT changes to Green. This is the method of the Public Transportation Priority System (PTPS). For those corridors applying PTPS control, the bus travelling speed is high. The operation of the center is not 24 hours a day. As for the traffic data, collection began from November 2019, however it has not been used for any purpose other than signal control. This point will be expected to improve in the future. Note that there is no definition of traffic congestion in the Amasaman Corridor, which is the same situation for other corridors. However, if the collected traffic data can be utilized for judging of traffic congestion as well, it would be useful.
15 https://www.modernghana.com/news/261488/kma-bye-laws-on-urban-passenger-transport-services.html
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Project Signboard on Traffic Management Reception of Traffic Management Center Center in DUR
Inside of Traffic Management Center Multi-screen Display
Four (4) Operators Embedded type vehicle counting Sensor
Traffic Signal Controller Pelican Signal Button and (manufactured by Aluvisa) Hub for communication cable
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Building of DUR Building for Traffic Management Center TMC building islocated behind this building Source: JICA Study Team Figure 3.4.1 Traffic Control Center for Area Wide Traffic Signal Control in DUR
(3) Detail on Traffic Signal Control This system monitors the traffic flow using a CCTV camera system in addition to the signal control using other vehicle counters used only for signal control. There are two types of signal systems at each intersection: Semi-Actuated Mode and Actuated Mode. In Actuated Mode, the signal phase is automatically controlled based on data obtained from vehicle detectors from several pre-set signal phase patterns. The status of each signal can be monitored by enlarging the display map and icon, such as the code number, cycle length, signal phase pattern, and control mode (Semi-Actuated Mode or Actuated Mode) of each signal. On the other hand, in addition to the large difference in traffic volume in each direction, there are actual conditions such as crossing vehicles blocking the flow of traffic during peak hours. In such cases, the data obtained from the vehicle detectors cannot be used to control the traffic flow properly. Thus the operator can be switched from Actuated Mode to Semi-Actuated Mode, and modifying signal phase can be controlled remotely from the control center. Specifically, the center operator visually observes the traffic conditions at each signal intersection with CCTV cameras, and manually controls the signal phase in each direction in real time based on the monitored conditions through the CCTV cameras, particularly for any bottleneck at an intersection. By this operation, the operators are trying to reduce traffic congestion during peak hours.
(4) Maintenance Condition
Information that contributes to the maintenance of the signal system is identified by the color of each signal icon displayed on the multi-screen display. The signal icon displays the current displaying signal (blue, yellow, and red), but if it is pink, it means that the signal itself is working. If a failure is detected in the communication network between the signal and the center controller, the operator is not able to control it from the center. The main cause of communication failure is not the communication network itself but an electric power supply failure to the switch/router since the power source is a combination of solar panels and batteries, and there is no connection to a commercial power source. When the battery has been discharged and solar panel cannot charge battery enough, the power supply stops. In the future, if the signal control area is expanded, DUR will consider requiring a commercial power connection in addition to the current combination of solar panel and battery.
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(5) Future Plans AFD does not appear to be particularly interested in the expansion of the traffic signal control area, but there is information that they are considering an additional introduction of Variable Message Sign (VMS) to provide road traffic information to the road users. China is reportedly very aggressive in its future expansion of the traffic signal16. In order to ensure the future integration between the existing and future signal control systems, a request was made toexisting signal manufacturers to disclose the interface information of the signal control system to enable integration, and they have already agreed. Therefore, DUR does do not believe that different control methods will become incompatible due to a mixture of different control methods. As for the traffic control center, the plan is to expand the current monitoring space in this control room with the expansion of the building so that even if the signal control area is extended to other corridors around Accra, etc., it will be possible to monitor and issue instructions in one control center.
3.4.2 Other Signalization The present status of signal installation in Accra region can be depicted as Figure 3.4.2. It is apparent that a series of traffic signals has been developed along the Amasaman corridor, in contrast to dense installation in the CBD and a series of development along the Liberation corridor and Dr Busia Highway. Those are not coordinated signals, but programmed with a fixed schedule and several phasing patterns.
Source: AMA Figure 3.4.2 Locations of Traffic Lights in AMA
16 https://www.pulse.com.gh/news/local/minister-commissions-smart-traffic-intersections/xqzhft1: saying phase 2 of the signalization will be undertaken by China Development Bank, but the location and scope of the phase 2 are not mentioned clearly.
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3.4.3 Communication Infrastructure Related to the Transport Sector
(1) 5G
Commercial 4G services in Ghana began in 2016, and they have not yet covered the whole of the country so far. A 5G testing application has not yet been submitted by any communication carriers and operators. The frequency is still not allocated for 5G operation. The price of 4G is still expensive because even 4G base station devices cannot be produced in Ghana, and the installation of base stations is still limited, so the telecommunications regulatory authority considers that 5G deployment will be not realized within a year or two.
(2) Government owned National Data Center
The government-owned National Data Center is operated by the National Information Technology Agency under the Ministry of Communication. Originally, it was part of the e-Government Project, which managed the various government data there. Some Data Centers operated by private companies are owned and operated by telecommunications carriers. The data centers in Ghana are basically storage services and rack rentals. Companies that use cloud services are using Amazon AWS services or similar services outside of the country.
(3) Payment platform/infrastructure related to the Bank In May 2018, the Central Bank of Ghana launched a system to ensure the interoperability of mobile money. It is called GhIPSS (Ghana Interbank Payment and Settlement System Limited). GhIPSS is a subordinate organization wholly owned by the Central Bank of Ghana. There were 11,110,000 mobile money accounts as of 2017. If the smartphone penetration rate is 71.3% (as of 2017), there are 19,630,000 smartphones for a population of 27,532,000 people, and the percentage of smartphone users holding accounts is estimated to be 56.6%. According to Research ICT Africa's Ghana ICT Survey in 2012, it was 1% as of 2012. Considering the penetration growth over the five years from 2012 to 2017, it is remarkable. With GhiPSS, remittances between banks and various payment services are also possible, as well as POS systems using GhiPSS and Smart Cards (contactless-IC cards) called e-zwiches. In this regard, a private company commented, "In Ghana, we feel that there is a problem with the promotion and development of healthy markets because government agencies that are the regulators and enforcers of the legal system are also becomes business suppliers in the case of Smart Cards. However, these kinds of governmental initiatives change quickly when the government changes administrations as has happened in the past.” The current situation seems to be one where the government is working on behalf of the private sector because the market is not yet matured.
3.4.4 Traffic Management Related Systems
(1) Outline of Accra Metropolitan Assembly (AMA)
At the starting time of the World Bank UTP in 2007, the Greater Accra Metropolitan Area (GAMA) was four municipalities (Ga East, Ga West, Tema, and AMA); however it has been subdivided into smaller and smaller areas. The figure on the left below shows the state prior to October 2019, when the AMA was subdivided into three enclaves in October 2019. Other areas have been absorbed into the periphery or have become new assemblies.
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Source: Greater Accra Metropolitan Accra Figure 3.4.3 Accra Metropolitan Assembly (AMA) and Other Surrounding Assemblies
The AMA area on the left matches the one on the right, but the hatched area on the right became different assemblies and are independent from AMA. The three areas (Ashiedu Keteke, Ayawaso West, and Okaikoi South) with no hatches (white ground) are the present AMA.
(2) Parking Management in AMA
The AMA as a whole has approximately 3,000 to 4,000 on-street parking slots available, with 1590 currently in place. There are about 4000 off-street parking lots in AMA.
Source: AMA Figure 3.4.4 Route Map for On-street Parking
Currently, on-street parking is cheaper than off-street parking, but AMA officials basically want to reduce the number of on-street slots, and they are considering raising on-street parking fees. (Currently, the streets parking fee is 2Cedi/hour with no time limit. Off street is 5 Cedi/hour. (2Cedi/30 minutes and up to 3 consecutive hours are the planned change in the future). Off-street parking has never been installed by the government alone, and only recently a multi-story parking lot was installed by PPP.
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(3) Collection of parking fee and enforcement The AMA's parking enforcement team is about 40 staff members operating in 4-personnel x 10 groups. The enforcement right is vested to those staff members and they can apply violation stickers, install clamps, collect fines, and tow-away. The AMA also keeps a dedicated parking lot for towing. The penalty is 150 Cedi for clamping, 350 Cedi for towing and 20 Cedi for parking per day. The AMA will give out mimeographed receipts that cannot be used for fraud. The AMA cannot secure a budget without a budget request through the Ministry of Local Assembly, and the parking revenues are not allocated as they are. As a result, the AMA has no incentive to diligently collect parking fees.
3.4.5 Traffic and Transport Information Provision Systems There were no variable message signs (VMS) around Accra, Ghana to provide road traffic information along the road side. Incidentally, there are almost no LED-type advertisements on the roadside. The DUR, which currently provides area wide signal control for the Amasaman Corridor, is considering providing road traffic information for road users through VMS.
3.4.6 Public Transport Operation Management Systems
(1) Bus operation management in GAPTE using Fleet Management System (FMS)
The Quality Bus Service (QBS) was implemented under the World Bank’s UTP project. Buses for QBS was procured from SCANIA, and the company's Fleet Management System (FMS) was also introduced along with the buses. This system has a Geofence function, which enables the collection and monitoring of bus location data by checking the Geofence function installed at each bus stop linking with the vehicle number. By this function, the data on arrival and departure time of each bus stop for the individual buses can be collected. In addition, fuel consumption, driving distance, driving time, idling time, etc., are collected as data on the buses. These are mainly used to assess the driving skills of drivers. The bus is equipped with drive recorders and CCTV cameras so as to remotely monitor the bus operation from the control center. This system has not yet been handed over to GAPTE and although there is monitoring equipment in the control room, it is not yet fully operational.
Driving skill assessment result by drivers Whole bus operation dashboard Source: JICA Study Team Figure 3.4.5 FMS for GAPTE QBS
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(2) Bus Ticketing System and goods transport in MMT
1) Bus Ticket in MMT
MMT is a public entity established in 2003 with a 45% government share and a 55% stake in other public organizations and government-affiliated banks. It provides inter-city and intra-city bus services. Fares are basically sold by conductors or at ticket offices. However, on the route between Accra and Tema, Automatic Fare Collection (AFC) is available using Smart Cards. In the case of sales by conductors, they have POS terminals to issue receipts so that the collected fares can be calculated automatically. The AFC in-vehicle unit was introduced in 2003 at the same time the bus was introduced, and the data communication between the in-vehicle unit and the fare collection center is using the GPRS (2.5G) system. It seems to be obsolete.
2) Goods Transport
MMT transports goods in addition to passengers’ baggage. The MMT is considering introducing a managing application for goods transportation. Because bus do not arrive on time, MMT has tried to introduce a management application for it. In fact, handling goods is a lucrative situation.
3) GTFS applying condition
MMT has already installed GPS devices on buses, and they know that the bus location system can be used for bus operation management. However, they don't understand how it can be used for passenger services or other purposes. For this reason, the ITS survey team introduced a bus transfer guide using Realtime-GTFS which has been implemented in Singapore. The AMA has already prepared a route map and GTFS based on the data collected from the Mobility Accra study conducted around 2015. The AMA tried to register with Google, but due to Google's regulations, renewal of the contract is required every year, and since the AMA can't secure the annual renewal budget, they couldn't commit and register. On the other hand, the German NGO Trufi has created and published an application with GTFS in 2016 called Trotro Trufi. However, even if a good application or the system is created, the sustainability of its operation is always an issue.
3.4.7 Utilization of Call Detail Record (CDR) of Mobile Operators for Traffic Management In general, the use of CDR (Call Detail Record) is considered as one of the options for collecting road user mobility data. However, there seems to be no attempt to use CDRs for traffic management in Ghana.
3.4.8 Other ICT Interventions
(1) Overloaded Vehicle Management System (Road Maintenance related system)
In Ghana, there are 18 GHA-managed Weigh Bridge stations in the country. In those weigh bridge stations, the axle load is statically measured and aggregated to give the total weight of the vehicle. The upper limit for a single axle is 10 tons, but the overloading condition is only enforced if the total weight (GWT: Gross weight tonnage) of the vehicle exceeds the regulated thresholds defined by the truck types. The penalty is payable in cash only. GHA's Cashier collects penalty and deposits it in the National Investment Bank (NIB). This will be the source of the Road Fund. In the case of overloading, there is an obligation to unload as well as the payment of penalty. In order to
3-39 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report transport the overloaded goods, another truck will be needed. However, in the case of a heavy vehicle that has entered Ghana from another country and is being transported by so-called bonded transportation to a destination country, it is impossible to enforce it to be unloaded even if it is found to be overloaded. These cases are a big issue as there is no common regulations among the western African countries. There is also Weigh-in-Motion (WIM), but the GHA believes that static measurements are more accurate, and there are some stations that have measured using WIM equipment but the equipment was damaged. The data on measured results for all weighbridge stations are not integrated into one server and currently each weighbridge station manages the measurement results by itself. There is an opinion within the GHA that a centralized server that can integrate the results of axle load measurements linking with the license plate data including its front view should be developed, in order to try to identify the heavy trucks that frequently overload so as to effectively enforce the regulations on such vehicles in the future.
Total View of Weighbridge Measuring Condition of Heavy Truck
Sample Measured Result (Overloaded Truck) Unloading Process
Overloaded Truck (1) Overloaded Vehicle (2)
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Load Cell Installation Condition Display Terminal of Measured Result Source: JICA Study Team Figure 3.4.6 Weighbridge Operation Condition
(2) Vehicle registration and Driving License registration in DVLA
1) Vehicle Registration
Vehicle registration has been in place since 1995. In the past, it was done on a paper basis. The project on an electronic registration system consisted of two components: (1) scanning conventional paper-based data to confirm and correct its contents, and (2) development of a vehicle registration database. The project was prepared in 2016, then became operational in 2018. The data between 2017-2019 registrations was input, and work on retroactive registration continues. The vehicle registration data consists of the chassis number, vehicle inspection certificate, type, color, owner's name, address, phone number, engine type, fuel type, number of tires, country of importation, year of manufacture, etc. Insurance is not included in the registration. The registration data is prepared as per the Policy Document on Transport issued by UNECE (United Nations Economic Commission for Europe). However, the vehicle registration database has not been linked with the vehicle inspection database so far.
2) Driving License
A driver's license can be obtained from the age of 18 in Ghana. The license is classified for each type of vehicle, such as motorcycles, passenger cars, and large vehicles. In order to obtain a driver's license, the applicant must take an examination after a total of 48 hours of instruction (18 hours of classroom lessons and 30 hours of practical skills lessen) and prospective drivers are required to pass the examination. The exam is 30 questions in 30 minutes. The license can be obtained with a minimum 21 correct answers. The exam is computer-based (CBT) and is administered only at DVLA examination halls, and the DVLA and applicant can browse the past scores and take the examination multiple times until passing the examination. Future plans include support for five Ghanaian languages, reading aloud for those who cannot read (touch screen for CBT answers), and testing during nighttime hours. In addition, DVLA considers how to test in real-life experience for those situations that are difficult to experience in actual
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practice, such as driving at night in heavy rain, and the situation of nearly hitting someone who suddenly jumps out in front of a car. Drivers who take passengers on must be licensed to operate a bus. This must be obtained separately from the Saloon car license. After obtaining a Saloon Car license, a bus license is available to those who meet two requirements: two years of experience and the age of 24 or older. The following 6 types of licenses are available, and the procedure for getting a license is step by step after the Saloon Type described as category B.
Source: JICA Study Team Figure 3.4.7 Driving License Type
Uber service providers are considering making the passenger service condition mandatory. Motorcycle taxis, known as Okada, are not tolerated under the current legal system and are illegal.
(3) Road Accident Database Road accident data in Ghana is analyzed by the BRRI (Bridge and Road Research Institute), which collects actual data from each police force, while the police conduct on-site verification. Once a year, a verification report is submitted to the NRSA, then NRAS compiles remedial actions for each significant incident and directs the relevant Road Agency. As for the traffic accident statistics, NRSA obtains it from BRRI each month. Currently, police field verification data is paper-based and each prefectural police force keeps it, and BRRI takes the trouble to visit each prefectural police force to collect the paper-based data. To improve this situation, WB and TRL (UK: Transportation Research Institute) created a web-based road accident input system called RADMS ( Road Accident Data Management System). The system is introduced on a pilot basis for five police stations whose network condition is stable. The system is expected to be introduced in 77 police stations by the end of 2020, and NRSA plans to roll it out nationwide eventually.
(4) Electronic Toll Collection (ETC) on the Highway There are two toll roads under the management of the GHA and they have introduced Electronic Toll Collection (ETC), which is an RFID-based card that is attached to the windshield of the vehicle and communicates with the road side antenna at the toll gate. The card does not have a stored value and is in the form of a commuter pass that authenticates the expiration date. At the toll gate, the expiration date of the RFID card and referring to the DB for verification of the RFID card data, and if it is within the expiration
3-42 Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report date, the vehicle is able to pass without stopping. There are three types of effective period for the RFID card. Those are 3, 6, and 12 months respectively. Since the cards are available for borrowing, there is a real possibility of unauthorized passage. It is possible to link the vehicle number plate data to the card and verify the proper user theoretically, however, this function has not het been installed. Recently, a private company called TRML (Toll Road Management Limited) has been set up and a spin off its own division for Toll collection services. This is a situation that simply separates the collection operations. The collected toll from the road users is deposited in the bank temporarily, and it will be transferred to the road fund.
RFID Card for ETC (Commuter Pass) RFID Card attached condition on the Windshield of the vehicle Source: JICA Study Team Figure 3.4.8 RFID Card and Its Attached View of the Vehicle
(5) Others One component of the World Bank's Transport Sector Improvement Project (TSIP) is Road Asset Preservation, which provides road improvements in rural areas. As an environmental and social consideration, a mechanism called the Grievance and Redress Mechanism (GRM) is planned to be introduced to collect complaints from local residents during road improvement works. The prototype of the application is an Android based smartphone application, and it has already been developed by a collaboration of IT department personnel from MRH and an external consulting firm. Once the construction work starts, the consultant of TRIP plans to hire several NGOs and work at the site using GRM. The WB tries to find the contractor's poor performance and collect the surrounding resident’s complaints with this mechanism installed in smartphones in order to try to make the situation clear.
3.4.9 Institutional Settings for ITS and Related Legal System
(1) Transport Organization in Accra There are national level and local organizations for Accra urban transport administration. The demarcation among the transport organization by the major transport administration tasks are summarized in Table 3.4.1.
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Table 3.4.1 Transport Administration Demarcation for Accra
Area/Task National organization Local Organization Transport planning Ministry of Transport (Ministry of Local Government) Senior Minister office AMA can lead the transport planning but just for its small administration area only. National road management Under the authorization of Ministry of Assembly office (enforcement team) Roads and Highways (MRH), the are required to report to the DUR office Ghana Highway Authority (GHA) if they find any defects in road plans, constructs and manages the infrastructure. highway network. The overloading management is also covered by GHA. TRML (Toll Road Management Limited) was established for toll collection. Urban road management Under the authorization of the Ministry Assembly office (enforcement team) of Highway, the Department of Urban are required to report to DUR office if Road (DUR) plans, constructs and they found any defects in road manages the urban road network. infrastructure. Traffic management and signalization are also done by DUR. Urban Railway operation Ghana Railway Corporation - Railway development Ministry of Railway Development (consultation) Road safety, Traffic safety Ghana Police Service, Motor Traffic - and Transport Department (MTTD) National Road Safety Authority (NRSA), Building and Road Research Institute (BRRI) Vehicle registration, road worthiness DVLA - Driver licensing, Driver education DVLA - Public transport administration - Assembly offices issue the route permissions to the bus operators. GAPTE was established to supervise/operate the BRT (QBS) operation for Greater Accra region. GAPTE is owned by MOT and group of Assemblies. Public transport operation MMT under the main ownership of Private Trotro operators. government and national organization. Parking management - Assembly offices directly manage or hire subcontractors for parking management. Parking development - Assembly offices plan and develop the on-street parking, but very rarely plan for off-street parking development. On-street Advertisement DUR implement the construction of ad Assembly office collect the annual fee board. for advertisement ICT planning Ministry of Communication -National - Information Technology Agency (NITA) Data center development NITA - Licensing of telecommunication National Communication Authority - business Source: JICA Study Team
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(2) Ministries and Local Assembly
1) Ministry of Transport (MOT)
The main role of the Ministry of Transport (MOT) is Transport sector policy formulation and co- ordination, Sector governance (policy, finance, regulations, capacity building), Oversight responsibility for sector agencies, Sector performance management, monitoring, evaluation and reporting, Sector development, promotion and enabling measures including research and public information, etc. There are several authorities and public corporations to support the implementation (NRSA, DVLA, etc.). The Greater Accra Reginal Coordination Committee (GARCC) was established by MOT as leading committee for KOICA TMP and still exists currently; however, this body has not act on any urban transport problems and issues. MOT implemented the Bus procurement for GAPTE QBS operation.
2) Ministry of Local Government (MLG)
The main aspect of the ministry is capacity development of local assemblies, most of which are in rural areaS. The AMA and Assemblies in the Accra region are in urbanized areas, and there is a gap between the interests of the national ministry and assemblies in Accra region. The Ministry collects the parking and advertisement revenues from the assemblies in Accra and distributes it back to the assemblies based on budget requests. The AMA leads the transport policy in Accra for parking, safety and environment control.
3) The Senior Minister office The senior minster has the role of supervising the ministers, including ministers of MOT, MRA and MLG. The senior minister and financial minister has occasionally organized inter-ministerial coordination meetings, particularly for BRT (QBS) operation improvement.
4) Ministry of Roads and Highways (MRH)
The Ministry is responsible for road construction and road maintenance in Ghana. MRH is made up of 8 Directorates and 5 Units, and Directorates for Policy & Planning undertakes ITS policy issues in MRH. MRH supervises the Ghana Road Fund, Ghana Highway Authority, Department of Urban Road, and Department of Feeder Road.
5) Accra Metropolitan Assembly (AMA) and AMA Transport Department As aforementioned, there are 21 local authority districts (Assembly) in the Greater Accra Metropolitan Area, and AMA is the leading assembly in the region. The mayor of AMA is Mohammed Adjei Sowah, appointed in May 2017 by the President and ratified by the Assembly. The assembly has 1,200 staff for administration. The transport department of AMA mainly manages the public transport licensing including taxi and Trotro route registration, parking management and advertisement management. For the Trotro and taxi registration, the AMA maintain the internal database in MS Excel format, including company name, number of vehicles, vehicle registration numbers, chassis number, terminal location, etc. The route
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permits for bus operation are issued based on the location of the terminal, even for Intercity buses; therefore, this department also issues the intercity route license, not MOT. For advertisement services, AMA collects annual revenues, and road agencies covers the initial advertisement infrastructure along with the private agencies. AMA assesses the tariff of advertisement which is quite high, but its business model is still old-fashioned (there are big players in the industry and they have leadership). For the parking management, AMA recently developed off-street parking in CBD on a PPP basis. AMA is concerned with setting the tariff of the parking, and the transport department has a plan for Fringe parking promotion policy, i.e., making the price in CBD higher, and the price in fringe of CBD lower. However, the policy is not supported by AMA political leaders who are expecting local election in 2020 and it seems unlikely to be settled soon.
(3) Implementing agencies and authorities
1) Ghana Highway Authority (GHA) The Ghana Highway Authority (GHA) organization has three deputies for i) administration, ii) plan, development, construction technology, and iii) maintenance and regional office operation. There are 10 regional offices with 28 local offices. In Accra, GHA operates the route number N1 and N2, and most roads are under DUR’s ownership. The Division for Management Information System integrate the internal and external ITS and ICT application for GHA.
Source: MRH Figure 3.4.9 GHA Organogram
2) Department of Urban Road (DUR) As aforementioned, DUR directly undertakes traffic signal installation and traffic management in the Accra region. According to the TMP, 90.8% of roads in the Accra region belongs to DUR.
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3) Ghana Police Service, Motor Traffic and Transport Department (MTTD) MTTD is starting to procure an ITS solution project expecting integration of existing drivers license data under DVLA, insurance data under private companies, traffic control data under DUR, etc. MTTD expects to realize CCTV based traffic violation enfocement through the ITS solution project. The present traffic law can charge the penalty of traffic violation to the owner of the car instead of driver if the MTTD applies the CCTV based enforcement. (see «telematics» in NRSA)
4) National Road Safety Authority (NRSA) NRSA has been promoted from the NRS “Commission” to “Authority” in August 2019, who must lead the road traffic safety planning, study, monitoring, education, training, and coordination. It is a nation- wide organization having regional offices in each prefecture. NRSA organizes the lollipop project17 funded by the WB, road accident database development and an advisory for the road agencies18. The NRSA also works for the following ITS/ICT projects. RADMS (Road accident data management system) The present on-site accident records are prepared manually in a paper-based format, which are collected by the BRRI who must visit each regional police office. The WB and TRL (UK) has developed a web- based on-site accident recording format (called RADMS). The NRSA and MTTD has applied the system to 5 regional offices who have good connections with internet. The NRSA has plan to expand the system to 77 regional offices in the year 2020, and expand it to nation-wide in the future. Telematics: NRSA also supports the CCTV based enforcement system development with MTTD. NRSA is trying to integrate video information of the existing on-road CCTVs for traffic safety monitoring.
5) DVLA As aforementioned, DVLA is working for the licensing and evaluation of drivers and cars in Ghana, under the Ministry of Transport. DVLA introduced the Genesys system in November 2017, which enables database access and registration from all 29 regional offices (so far 21 regional offices cannot access the database due to the poor internet connections in rural regions).
(4) Operators
1) Private Trotro operators Trotro became widespread in Ghana and Accra following the failure of the Omnibuses Service Authority (OSA) and the government’s move to privatize public sector transport undertakings in 1996. In 2015, there were some 11,195 registered commercial vehicles in GAMA, of which the trotro is presumed to be the largest in terms of numbers. Road Traffic Regulations in Ghana (LI 2180) require all private transport service operators to form unions for better management and regulation by the assemblies in accordance with the provisions of LI
17 As a part of the WB TSIP project, it will apply comprehensive traffic safety interventions targeted on school and pupil’s safety improvement, select 850 schools from all 10,000 elementary schools in Ghana, and prioritize 150 schools for initial implementation. NRSA started a similar program in 2015 by its own budget, which was adopted by WB TSIP funding. 18 For the traffic accident record, the traffic police prepare the on-site report, and BRRI collects the on-site report and summarizes them as annual traffic accident audit report to NTSA. NTSA prepares countermeasure proposals for major traffic issues and advise to the road agencies (GHA, DUR, etc.)
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1961 which created Transport Departments within the Assemblies to regulate transport activities within their jurisdictions. As such almost all commercial Trotro operators belong to or form unions such as the Ghana Private Road Transport Union (GPRTU), Progressive Transport Owners Association (PROTOA) or other associations and cooperatives. By far, GPRTU is the largest union in Ghana and is said to control about 60% of private road transport in the country. Most trotros belong to GPRTU.
2) Metro Mass Transit Limited (MMT)
The Ministry of Transport is the supervisory body for MMT. MMT was created in 2003 to provide state operated public transport services. There are 1,049 buses servicing both intra-city and intercity areas from Accra in 201519. Although the MOT purchased 150 new buses for MMT in 2012, most MMT buses are collapsed and remain in the depot due to poor maintenance and management, and the average age of the buses exceed 10 years. As a public institution, the bus fare has never been revised, though Trotro revised its fare in 2014. The main terminals for MMT are located in Accra. In 2020, MMT has 71 intercity routes, most of which start from Accra, and 12 intracity routes. One of the routes, the Tema-Accra route, MMT has applied a card based fare collection, however, most routes use a cash based operation. A POS system for conductors has been installed. The AMA transport department mentions that MMT does not properly own the route license for its intracity operation.
MMT bus depot in evening peak hour, as most MMT bus terminal in Accra CBD buses are incompacitated by poor maintenance. Source: JICA Study Team Figure 3.4.10 MMT Bus Depot and MMT Bus Terminal
3) Private bus operators A number of Private bus operation companies exist in Accra. Most of these companies only operate intercity services and their fleet and bus quality is generally higher than that of MMT. Buses are air- conditioned and usually more comfortable and have relatively better service conditions than state operated services such as MMT, and for this reason they also command higher fares for various destinations.
19 Not received of the latest data
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4) Greater Accra Passenger Transport Executive (GAPTE) The Greater Accra Passenger Transport Executive (GAPTE) is a public organization under the Ministry of Transport, undertaking BRT operation from MOT and the local assemblies in the Greater Accra region. It has a board of operation for decision making, and the mayor of AMA is the chairperson of the board. Under the board, GAPTE has the steering committee for daily operation management, which consists of the directors of GAPTE and representatives of the cooperative who provide drivers for the QBS operation at present. As aforementioned, GAPTE has installed several ICT applications for its QBS operation, including FMS for bus operation, AFC for fare collection, etc. It should be noted that most of those systems related to bus fleets are procured by MOT in 2018.
3.5 ITS and ICT Application in Kumasi
3.5.1 Existing ITS Related Facility/ Equipment and Its O&M
(1) Traffic signal
Our interviews with the transport authorities indicated that there are currently 36 traffic signals installed in the Greater Kumasi road network. The signals have been primarily installed due to increased traffic and pedestrian volumes, accident crashes and the need to make those roads and intersections safer for all road users. Their mode and range of operation is pre-timed and isolated respectively. There is currently no coordinated signalisation in Kumasi. All the signals operate from 5:00am to 11:00 pm and change to amber between 11:00pm and 5:00am. Currently, the management and maintenance have been outsourced to two different private entities. The signals operate on fixed cycle lengths, no vehicle or pedestrian detection, no sensors to monitor the speed of traffic and vehicular volume. Figure 3.5.1 shows the current location of the installed signals under the jurisdiction of DUR and GHA in the Greater Kumasi. The signals under the jurisdiction of GHA are currently being installed at Ejisu roundabout, Oduom roundabout, Boadi roundabout and KNUST police station roundabout yet to be completed. A part of signals under the jurisdiction of DUR installed along the Osei Tutu II Boulevard, it was completed already several years back. As for the signals along the Sunyani road (Sofoline – Abuakwa road), five junctions are signalized already and six more will be expected to complete around June 2021. Signals are all fixed timed and controlled individually. The source of the fund for those signals are all from Government of Ghana. As for the rod section of the Osei Tutu II Boulevard, please refer to the Figure 3.5.1 below, and please refer to the Figure 3.3.4 for Sunyani road (Sofoline – Abuakwa road).
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Source: From consultant’s study of the project Figure 3.5.1 Location of Signalised Intersections in Greater Kumasi Final Report Final Report Data Collection Survey on Intelligent Transport Systems (ITS) in African Region Final Report
(2) Innovative Signalized Roundabout Due to the recurring congestion during the peak periods along the National route 6 (N6) sections between the Ejisu Municipal and Oforikrom Municipal, the four single lane roundabouts which contribute to bottlenecks have been redesigned and constructed into an innovative signalised roundabouts. This intersection improvement project falls under the jurisdiction of the Ghana Highway Authority the agency inchargen of Trunk roads and financed by the Government of Ghana. Although this section of the N6 Highway is now highly urbanised, it is still under the jurisdiction of GHA but partly managed by the Department of Urban Roads. The intersection improvement project which begun in 2018 and is about 95% completed. The new design under construction is an innovative signalised roundabout design which seeks to maximise throughput and reduce delay; reduce truck rollover crashes; and provide access to adjacent properties. The existing intersections were single lane roundabouts with capacity constraints and safety challenges. They were therefore redesigned into the proposed unconventional signalised roundabout. The proposed configuration (unconventional signalised roundabout) enhances throughput by the provision two circulatory roadways and two through lanes per direction through the central island for the through moving traffic which constitute about 90% of the demand. However, the roundabout concept was maintained to allow for U turning movements by use of the circulatory roadways and therefore providing access to adjacent properties and services. The plan in a short to medium term is to implement signal coordination strategy and time of day optimal signal plans to improve the roadway performance at the arterial level. The Figure 3.5.2 below shows a geometric layout of the proposed innovative signalised roundabout. Figure 3.5.3 also shows the current construction stage of the Oduom signalised – travel lanes and medians construction have been completed but signals yet to be installed.
Source: From consultant’s study of the project Figure 3.5.2 Geometric Layout of the Innovative Signalised Roundabout
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Source: From consultant’s study of the project Figure 3.5.3 Current Construction Stage of the Proposed Oduom Innovative Signalised Roundabout
(3) Existing Public Transport management system The management of public transport services within Greater Kumasi are coordinated by the various Municipal and district assemblies. The public transport system is informal, poorly regulated and dominated by minibuses and shared taxis owned by private individuals. Although, some of these minibuses and taxis belong to transport unions. There are a number of Public transport Buses which are not registered or do not operate from recognised unions or stations. These float within the network in search of passengers creating choas and adding tpo the network inefficiencies. The only form of regulation of transport unions within each is registration, payment of tolls and embossment of vehicles with stickers to identify their routes and location of terminals. Interestingly, the use of ICT/ITS in managing and regulating the public transport services is lacking. Unlike the public transport bus services in most western countries, the application of digital technologies such as automatic vehicle location (AVL), automatic passenger counts (APC), and in- vehicle monitoring in the management of public transport services in Kumasi are non existent. Fare payments are not by electronic/automatic system but are collected by a conductor (mate). In order to introduce “smartness” in the management and operations of public transport, the city will have to be ready in terms of roadway infrastructure, buses equipped with the necessary devices and institutional development (i.e., building control centres and capacity of staff). In an attempt to improve the public transport services and its management in Kumasi, the World Bank is currently assisting the Kumasi Metropolitan Assembly (KMA) to undertake a project aimed at digitising all routes and collecting transport information such as public transport terminals and routes, and present it on a map for easy use. The output of the project is called “Transinfomap”. In the same area, the World Bank would be collaborating with the Department of Urban Roads to develop a comprehensive transport database and mapping for transport-related activities in Kumasi20.
20 https://www.ghanaweb.com/GhanaHomePage/NewsArchive/World-Bank-assists-KMA-to-improve-urban-mobility-774573
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(4) Existing traffic monitoring system and information provision system There are currently no traffic monitoring systems such as sensors and CCTV cameras installed on the road networks for monitoring traffic. As such, data of the location of buses, their arrival and departure times are not available for managing and scheduling public transport buses. Moreover, there are currently no information provision systems such as variable speed message, variable message signs and bus arrival at bus stops.
(5) Harnessing / utilizing data from Call Detail Record (CDR) With the rise in the use of mobile phones across the country, Call Detail Record (CDR) is considered by the KMA and DUR as a potential source of data for monitoring and studying the mobility patterns of commuters and traffic management. However, the two agencies are yet to explore and incorporate data from such sources in the design, management and assessment of transport systems within their jurisdictions.
(6) Existing overloaded vehicle management and weigh-in-motion (WIM)
Regulations 86-99 of the new road traffic regulation 2012, LI 2180 of Ghana, make provisions for axle load control & enforcement on the national trunk roads to prevent the high rate of detetrioration of roads through excessive overloading of vehicles and promote road safety. As such axle load stations have been set up at various locations in the country. There are currently four (4) axle load control stations in the Greater Kumasi area. They are located at Boankra (Kumasi - Accra road), Asuoyeboah (Kumasi-Sunyani road), Akom (Kumasi – Offinso road) and Adanse Asokwa. These are managed by the Ghana Highway Authority. The axle load stations are a unit under the Director of Road safety and run by an axle load stations manager at the GHA head office. At the regional level, there is an axle load coordinator who coordinates the day to day the activities of the four stations in Ashanti region. Each station has a supervisor with the responsibility of direct supervision of daily activities including the collating data. There are also attendants who operate the machines and computers; the account section handle payments and the security section (Police) to maintain law and order. The police direct every vehicle with a net weight above 3.5 tons and with a loaded to the station to be checked. The vehicles are classified according to the axle type and each class has a maximum allowable weight. If the gross weight of the vehicle exceeds the allowable weight, by more than 0.5 tons, a fine is imposed on the vehicle. The fine ranges from 100 cedis to 5000 cedis. Not only are the weight of the vehicles checked but also their vertical heights are checked with an over-height sensor installed at the station or a staff if the sensor is not functioning. The maximum vertical height for the vehicles is 4.5m. Exceeding this vertical limit attracts a fine of 65 cedis. Additionally, every driver who bypasses the station is met with a refusal fine of 293 cedis. All fines are paid at the account section at the station and receipt given to the driver. After payment, the vehicles are made to shed off their load, and re-weighed to ensure that their loads are within the allowable weight before they are allowed to continue their trips. The stations are equipped with a display panel for displaying the weight of the vehicles to the drivers; CCTV cameras for security purposes and traffic signals for controlling the movement of the vehicles. There are two types of scales across Ashanti region axle load stations: Static scale and Axle weigher/Weigh in motion. Specifically, Akom, Asuoyeboah, and Adanse Asokwa stations have only static scales. However, the Boankra station has both Weigh in motion and static scales. According to the axle load coordinator, the static load is preferred to the weigh in motion. He perceives the reading of the static scale to be more accurate compared to the weigh in motion due to the effect of speed. However, he mentioned that, one
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major disadvantage of the static scale is the frequent breakdown of the bridges as the load cells slip off during a weighing session. During weighing, the data is transferred from the scale to a console and transmitted to a computer for storage and processing. These are all managed through a service agent’s system called US Net which transfers processed data to GHA’s system called GHALOS. The service agent is responsible for maintaining the system. Figures 3.5.4 depicts the various components of the vehicle load management system at Akom.
A truck ready to be weighed on the static Measured result displayed on console weighbridge at Akom
Weight results transmitted from bridge unto the Overweight vehicles waiting to shed off load computer for printing at the Akom weighbridge station
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Receipt of payment printed Traffic light for controlling truck movement Source: JICA Study Team Figure 3.5.4 Weighbridge Station at Akom
3.5.2 Other ITS / ICT Projects in Greater Kumasi
(1) Vehicular/bus management and security at KNUST campus A number of ITS and ICT projects have been undertaken on the campus of Kwame Nkrumah University of Science and Technology (KNUST) by the University Information Technology Services (UITS). Most of these projects and interventions have been student centred and undertaken to solve specific problems that are identified from time to time. In 2017, KNUST University administration decided to provide the campus with over 55,000 students with buses to shuttle students from their hostels to the academic area with limited number of buses. A deterministic approach was therefore employed by the transport department to optimise the bus routing with the objective of maximising their usage. The high capacity buses were deployed with their services covering both on-campus and off-campus (i.e., KNUST environs) for students to get access to them. Global Positioning System (GPS) devices were mounted in the buses to monitor their movement and location. Later, cameras were installed at the bus stops to collect information on the arrival and departure time of the buses. Additionally, the managers of the buses have procured cameras yet to be installed in the buses to check theft. Figure 3.3.5 shows the KNUST student buses packed at the bus terminal. In the area of vehicle management on the campus, whether it is bus or any other university vehicle, the old stickers on the KNUST vehicles have been replaced with a new sticker embedded with an RFID card. The RFID stickers are able to communicate with sensors installed at vantage points (i.e., entry and exit points) on campus. The drivers of the university vehicles are registered and given an RFID card which must be shown at an entry or exit points. By so doing, the vehicles can be tracked in terms of where they go, at what time and driven by who; therefore enhancing their management and security on campus as a whole. Moreover, the efforts of the security in one way or the other has been reduced. The team is also designing a device as a test that can track the vehicles and also give out audio information to the controller for decisions to be taken. This device is built with e-paper to make the device minimise power consumption and hence stay on for a long period of time.
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Source: JICA Study Team Figure 3.5.5 Student Buses Parked at the Terminal
In the area of surveillance, there are about 1400 cameras installed on campus. Some monitor student movements at the classroom and hall areas, others at intersections are for monitoring of vehicular movements. These cameras are monitored at the monitoring room at the University security services. Although the cameras are motion sensored and with frequent movement on campus, the cameras are constantly recording resulting in huge data record. But with limited storage, the team needs to filter the data and extract what is useful since the data wipes out every 4 or 5 days. PhD and Master students are tasked to work on developing a scene analysis technique for university campus. The manufacturer of the CCTV cameras and Access controls is HIKVISION and ZKTeco respectively. According to the UITS head, the few challenges with the introduction of these technologies are mainly lack of acceptance, financial constraint and lack of personnel with interdisciplinary skills. However, the future plan is to increase the fleet of buses on campus; increase surveillance by for example, installing cameras at all intersections on KNUST campus; extend access control to non-university systems; and deploy a fully blown RFID network on KNUST campus.
(2) Traffic signalisation at KNUST campus
In about 2011, the first traffic signals were installed on KNUST. The main goal for installing the device was to improve safety at an uncontrolled cross- intersection. The signals system in terms of controller units and signal heads were all designed by the KNUST physics department. The traffic signal system which is solar powered; operates from 6:30am to 10pm daily with pre-timed configuration. Currently the two installed traffic signals are adjacent to each other but are not coordinated and each have an independent controller unit. The team, in future, intends to install sensors for checking the speed and volume of traffic towards the intersection and making the intersection as adaptive as possible. The major challenge is lack of permanent staff for managing and maintaining the traffic signals. This is because the signal projects are based on student research and development works. The project, over the years has been funded by the university. Figures 3.5.6 depicts the installed signal and the designed board for the controller units by the physics department of KNUST.
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Traffic signal installed at shuttle intersection Controller boards designed for the controller units KNUST by the physics department KNUST Source: JICA Study Team Figure 3.5.6 Traffic Signal at KNUST and Its Controller Boards
(3) National Security A number of Closed Circuit Television (CCTV) CCTV cameras have been installed at most of the major intersections in the Greater Kumasi road network and vantage locations. These were installed about 4 years ago (2016)21. These are not for traffic monitoring and management but for security purposes under the management of the national security. Currently, this project has been extended to other cities in the country with the objective of installing about 7000 cameras at the end of the project.22. If well-coordinated these can generate data for the transport sector.
(4) Payment platform/infrastructure related to the Bank
Mobile money is an innovative payment service that uses ICT and non-bank retail channels to enable the devlivery of financial services to clients who cannot be easily reached profitably with the traditional branch- based financial services. This money payment platform was introduced in Ghana in 2009 and its patrons are generally subscribers or non-subscribers of mobile network operators. It has since seen rapid growth in patronage over the years; probabily due to the high penetration of mobile phone usage across Ghana23. The Bank of Ghana in 2016 reported that mobile money volume of transactions registered a growth rate of 7.3 times from 2012 to 2016. Some of the mobile money services includes electronic-wallets that are used to make peer-to-peer (P2P) transfer, or to receive salary and governments to person payments (G2P), payment of electricity and water bills among others. Recently, the mobile money wallets are linked to the bank accounts of the users for fast and easy transactions.
21 https://dailyguidenetwork.com/national-security-spies-kumasi/ 22 https://www.myjoyonline.com/news/national/government-begins-installation-of-cctv-cameras-nationwide/ 23 Understanding what is happening in ICT in Ghana: A Supply and Demand Side analysis of the ICT Sector, 2012.
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The payment systems in Ghana continues to experience transformations. In May 2018, the Central Bank of Ghana launched the Ghana Interbank Payment and Settlement Systems (GhIPSS) to ensure the interoperability of mobile money24. Figures from GhIPSS indicate that mobile money interoperability increased by 358% in the first quarter of 2020. In March 2020, the GhIPSS introduced universal Gh QR code as part of its electronic payment solutions and this has been deployed by a number of banks including Ecobank, GCB Bank, Zenith Bank, Agriculture Development Bank, Bank of Africa and Fidelity Bank. Regarding QR code, customers only need to scan the codes displayed at various shops and other outlets with their smart phones to make payment or by dialling a code that will also be displayed at the merchant's location. The GhIPSS in collaboration with the banks has also rolled out a Near Real Time (NRT) Automated Clearing House (ACH) Direct Credit platform to enhance the efficiency at which Corporate Institutions make bulk payments such as salaries, pensions and dividends. Instead of the previous four to twenty four hours, the aforementioned payments can now be made within just 15 minutes by the corporate institutions25. In spite of their influx of the market system, the innovative cashless mobile payment platforms have not been applied in the transport sector in terms of fare payments and payment for parking slot usage. Trip fares are paid by cash at terminals or in the public transport modes; parking fees are also paid by cash to attendants.
(5) Traffic Accident Management
In order to enroll an efficient road safety improvement program, there is the need for traffic crash data. For this reason, the National Road Safety Authority which is in charge of formulating policies and measures for the safety of roadway environment of Ghana has over the years tasked the Building and Road Research Institute (CSIR-BRRI), Kumasi to collate and analyse road accident data from police station records across the country yearly. The occurrence of accidents are reported to the police who visit the accident scenes for verificatioin and take records about the accident on a standard accident report form. The police submits a verification report to NRSA The BRRI therefore goes to all police stations every year to collect the recorded accident data. A national road traffic accident database has been developed by the BRRI26. The data obtained from the police are therefore stored in this database. The data are further managed and analysed using a Microcomputer Accident Analysis Package (MAAP) developed by the UK Transport Research Laboratory (TRL)27. The BRRI submits accident statistics to NRSA each month.
(6) Kumasi Business Incubator (KBI) With an urgent need to diversifying the sources of growth and reaching the goal of middle income status by 2015, the government of Ghana set up the eGhana Project in 2006. The project’s development objectives were to generate growth and employment by leveraging information and communication technologies and public-private partnerships to develop the information technology enabled services industry, and Contribute to improved efficiency and transparency of selected government functions through electronic government applications.28
24 https://ghipss.net/products-services/gh-link/mobile-money-interoperability-faqs/12-blog/investment 25 https://ghipss.net/products-services/gh-link/mobile-money-interoperability-faqs/12-blog/investment 26 Annual Report 2013.Council for Scientific and Industrial Research. Building and Road Research Institute (CSIR-BRRI). 27 Francis Afukaar, 2007. Road Traffic Injury Data Systems In Ghana: The key to safety improvement and control. A paper presented at the African Road Safety Conference held at the Kwame Nkrumah Conference Centre, Accra, Ghana from February 5-7, 2007. 28 Project Performance Assessment Report.(2017). Republic Of Ghana. eGhana Project
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In line with the aforementioned objectives, the Kumasi Business Incubator (KBI), an innovation hub was set up in 2014 at the Kwame Nkrumah University of Science and Technology (KNUST), Kumasi with support from the eGhana Project and other partners. This innovation hub targets to support students who seek to venture into ICT based businesses and engineering solutions as well as applied sciences29. According to the eGhana Project Performance Assessment Report, 2016, an innovation centre under the eTransform Project is to be located in Kumasi to augment the KBI and deepen ICT entrepreneurial development in the country as a whole.
(7) Parking management practices
Vehicluar parking may be either be off-street or on-street and free or paid. This is no different in Kumasi. In 2006 as traffic increased KMA sought ways to control and manage it. KMA collaborated with DUR to study the traffic and implemented key one-way systems to keep traffic flowing. As result a paid parking scheme was introduced in partnership with GoldStreet Parking. On-street parking slots were designed and marked along some of the one-way streets and other wider roads as space would allow. This led to reduced average parking duration and increased turnover rate. Parking fess is GH₵ 1.00 per hour (just about USD $ 0.17) for both on-street and off-street. Off-street parking is not regulated by the city and run by individuals with space within their premises. Parking fees in the CBD are not prohibitive. Parking space capacity and traffic congestion are the main constraints that curb the desire to drive to the CBD in personal cars. However, ticketing is still carried out manually through the issuance of paper receipts and one must drive around to find a parking spot. There exist opportunity to introduce electronic collection and payments and the use of technology such as variable messaging system (VMS) to indicate empty spots along a street. Moreover, there are other off-street parking places operated by other private sectors.
3.5.3 Institutional Settings for ITS and Related Legal System in Kumasi In addition to the Clause 3.4.9 mentioned as a case for Accra, the following Institution takes important task for transport administration in Kumasi.
Kumasi Metropolitan Assembly (KMA) Kumasi Metropolitan Assembly is in charge of managing the city of Kumasi. Administratively, its geographical expanse has reduced through the creation of new districts out of the larger metropolitan area of decades ago. Notwithstanding, the demand for its services and its duty owed her citizens have not reduced because it still manages the central business district (CBD) which is the heart and soul of the city. KMA discharges some of its mandate through its core staff and has also outsourced some other services to the private sector on commission basis. For instance, in a bid to contain the ever increasing traffic and bottlenecks in the CBD it collaborated with DUR to study the traffic and implemented key one-way systems to keep traffic flowing. Besides, through a partnership with Gold Street Real Estate limited, on-street parking slots and 3 off-street parking sites were created in the CBD. This was part of an attempt by KMA to decongest the CBD and improve the flow of traffic through traffic recirculation. Although traffic flow improved comparatively, congestion and delays still occur as a result of the higher demand for the limited parking slots; slow
29 Kumasi Business incubator is latest Ghana innovation hub (2014)
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movements in search of parking slots and parking maneuvers. The introduction of extra off-street public parking facilities is therefore be needed30. Payments for the current on-street pay parking scheme are made by cash and tickets are issued. There exist opportunity to introduce electronic collection and payments and the use of technology such as variable messaging system (VMS) to indicate empty spots along a street.
3.6 Summary and Issues for Accra
(1) Summary of the ITS/ICT interventions Table 3.6.1 Summary of Findings for Accra
Transport planning Topics, Issues Superior Urban and Transport Large impact of the WB/UTP including failure of BRT installation and compromised Planning QBS operation. KOICA TMP and spatial plannings prepared the comprehensive transport plans, but the Railway development ministry prepared a large investment plan for urban rail Road Development, Transport and WB/UTP project installed 1km length of exclusive lanes, but also contributed to the 74 Traffic Management junction improvement in Accra. Three major flyover projects are on-going Traffic Volume and Forecasts KOICA TMP and AMA’s study provides traffic volume and forecasts Project Development in Transport Quality Bus operation, especially for enforcement of bus lanes, and AFC. The QBS Sector bus procurement and its QBS operation shows low efficiency. ITS Topics Traffic Signal Installation The coordination signal installation along the Amasaman corridor with simplified PTPS. Communication Infrastructure Less progress in 5G, National data center and GhiPSS presence in money transaction Traffic management Parking management by AMA and its subcontractors with ITS application Traffic and Transport Information No specialized system Provision Systems Public Transport Operation FMS in GAPTE, MMT’s freight management system Management Utilization of Call Detail Record No specialized system Other ICT Interventions Overloading management, DVLS’s registration database improvement, Traffic police accident record digitization, ETC installation Source: JICA Study Team
(2) Issues
The following are raised as issues for ITS project development in Accra: [Urban structure and demand] Future demand and urban expansion The Amasaman Corridors towards Kumasi is the historical axis of the city and the hinterland is highly dense. Independence road axis: concentration of embassies, malls, etc. Low denseness. Tema axis as an urban development direction. In the future, a 3km long airport will become a “dividing wall” in the urban transport network. High dependence on road traffic is severe and the roads network around the airport are destined to be congested.
30 Adams, C. A.; Opoku – Boahen, R. and Zambang, A. M.(2014). Parking Management in Metropolitan Cities in West Africa Case Study of the Kumasi Paid Parking Scheme, Ghana. International Refereed Journal of Engineering and Science (IRJES). Volume 3, Issue 6 (June 2014), PP.01-08.
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Tudu - New city: old local economy. Unable to modernize and is dependent on Trotro and old-style taxis. [Road infrastructure] Rich road infrastructure, lots of flyovers and high road safety awareness Accra's road network and crossings are much better than Nairobi's, and BRTs are easier to plan. The terrain is relatively flat. Proper geometric design of four-legs intersections + signal control + left turn lane. Accra does not rely on roundabouts. The drivers also follow the signal. Wouldn't it be easier to add an additional system signal? (Independence/Liberation Corridor). [BRT issues] Ambitious Concept of BRT, but little achievement in actual operation High specification BRT vehicle (kneeling, AFC, VMS, seating with USB), workshop terminal Aayalolo, a Power Word called Queue Jumper, with some decent branding. BRT operation is too low. Lack of repayment awareness? [BRT issues] Difficulty in development of the dedicated BRT lane Trotro operators' "look" law-abiding awareness is higher than Nairobi's. It's supposed to be quiet. There is no pushiness. But does the fact that the World Bank has failed miserably mean that it should be left as it is? It can be left for the Coordinating Committee of the Senior Minister will coordinate the MoT, MLG. [Institutional issue] Fragmented municipalities and Central government with nationwide challenges Accra Metropolitan administrative region has become more and more subdivided. In general, the central government can't concentrate on city administration. MRH put its priority in rural road development. DUR also needs to minimize disparity of urban road among Ghanaian cities. On the other hand, several institutions has worked together in safety improvement.
(3) Potential Directions for further development The following ITS projects could be proposed for Accra and GAMA region. Project formulation and proposals are presented in Chapter 7. Expansion to Area traffic control from the corridor-based control The present corridor based traffic control system can be designed and improved as an area- wide traffic control system. Tema and Tudu corridors are potential corridors to be upgraded with coordinated traffic control, as its urban development progress. Traffic safety improvement Safety improvement can be hot topics that several institutes can work together. Several advanced ITS approaches can be applied as its road design and specification has enough qualification in Accra.
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3.7 Summary and Issues for Kumasi
(1) Summary of the ITS/ICT interventions Table 3.7.1 Summary of Findings for Kumasi
Transport planning Topics, Issues Superior Urban and Transport The Comprehensive Urban Development Plan for Greater Kumasi in the Republic of Planning Ghana was implemented and completed in September 2013 supported by JICA. Road Development, Transport and The area wide traffic signal control project was planned in the original scope of work Traffic Management under the WB/UTP. However it was dropped from the scope. Several major intersection improvement recommended under the JICA M/P were implemented. Dry port at Boankra was commenced on November 2020. However, outer ring road construction is not yet commenced. Traffic Volume and Forecasts The above JICA study (2013) provides traffic volume and forecasts Project Development in Transport Under the support from AFD, feasibility study is on-going for two Lots. Lot 1 aims to Sector deploy about 60 high capacity buses supplied from the MOT, Lot 2 is a study to introduce a full BRT including construction of dedicated lanes. The operation of BRT buses are now being piloted on the seven major radial arterials. ITS Topics Traffic Signal Installation The area wide traffic signal control was originally included in the WB/UTP, however it was dropped from the scope of work and not implemented yet. Communication Infrastructure Less progress in 5G, National data center and GhiPSS presence in money transaction Traffic management Introduction of one way operation in the congested CBD area, and introduction of off- street parking. Traffic and Transport Information No specialized system Provision Systems Public Transport Operation BRT study is on-going. Management Utilization of Call Detail Record No specialized system Other ICT Interventions Overloading management, DVLS’s registration database improvement, Traffic police accident record digitization Source: JICA Study Team
(2) Issues The following are raised as issues for ITS project development in Kumasi: [Urban structure and demand] Kumasi is the hub location of transportation between northern and southern parts of Ghana. In JICA’s study on the Comprehensive Urban Development Plan for Greater Kumasi, in order to reduce the number of delivery truck, the truck terminal construction and dry port development was recommended so as to suit the required function of geographical characteristics. As for the dry port, it was commenced November 2020, however, other truck terminals construction projects are not implemented yet. In the CBD area of Kumasi, one way system and paid parking scheme were introduced already. However, the traffic demand is exceeding the capacity of the existing road network [Road infrastructure] Outer ring road construction is required. The intersection/roundabout improvement project recommended in the JICA Comprehensive Urban Development Plan has not implemented yet The outer ring road construction project is not implemented yet
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The road construction project recommended in the JICA Comprehensive Urban Development Plan seems to be not fully implemented yet. [Public Transportation Issue] The buses procured under the WB/UTP, the pilot project is ongoing to be used in future BRT bus services are now being piloted on the seven major radial arterials The study on QBS referring to the operational and institutional flaws of the Aayalolo QBS in Accra is ongoing [Traffic Management] Traffic Signal There are traffic signals in Kumasi, however those signals are operated individually It is necessary to study whether it is suitable to make the current roundabout into the intersection or not, since there are many roundabouts in Kumasi. In addition, as there is innovative signalized roundabout in Kumasi, it is necessary to check this unique type of roundabout. There are traffic signals in a corridor. However there are two different organizations (i.e. DUR and GHA) manages own signals. [Traffic Management] Parking Management In CBD area of Kumasi, there are on street parking and off street parking. However there is no information provision on available parking spot to the drivers who seeks parking space. Hence the parking spaces are not so effectively utilized currently. The payment system for the parking is currently ticketing manually through the issuance of paper receipts In Ghana, GhIPSS, a mobile money payment platform, has been introduced and there seems to be a possibility to utilize it.
(3) Potential Directions for further development
The following ITS projects could be proposed for Kumasi. Project formulation and proposals are presented in Chapter 7. Introduction of corridor based control signal Study on introduction of traffic signal using corridor based control system for several major radial corridor. The target corridor will be considered based on the traffic demand, BRT or Type B bus operation route, road construction progress, and other related factors It is necessary to study and confirm how to operate as an integrated manner for the signals where the different organizations installed signals along the same corridor It is necessary to consider about the roundabout in the study prior to implementation of the signal project In Kumasi, KNUST is located, and the researchers developed own traffic signal and installed it in the campus of KNUST. Hence the participation of researchers of KNUST will be effective for analysis and utilization of traffic data after commencement of the operation of the corridor based control signal Pilot project for improvement of transport issues in Kumasi In the CBD area of Kumasi, although there are parking space, available parking spot information is not provided to the drivers
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There is a room to improve the payment method of the parking as it is made manually currently In order to improve such situation, there seems to be a direction to utilize local resources such as university or Kumasi Business Incubator supported by eGhana Project.
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