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CURRENCY EOUIVALENTSExchange rates of January 1993

Currency Unit = Cedi (¢)US$1 = 550

el = USS 0.00182

MEASURES AN1 EOUIALEI r r (m) = 3.28feet (fi)

1 kilometer (am) = 0.62 mile (mi)

ABBREVATIONS AND ACRONYMSADRP Accra District Rehabilitation ProjectAMA Accra Metropolitan AssemblyAMRU Accra i4etropolitan Roads UnitASMP Arterial Street Master PlanBRRI Building and Road Research instituteCBD Central Business DistrictCES City Express ServicesDER Department of Feeder RoadsDRU District Roads UnitDUR Departnent of Urban RoadsEPC Enviromnental Protection CouncilERP Economic Recovery ProgramFASP Framework Arterial Street PlanGCTA Ghana Co-operative Transport AssociationGHA Ghana Highway AuthorityGOG Government of GhanaGPRTU Ghana Private Road Transport UnionKMA Kumasi Metropolitan AssemblyMFEP Ministry of Finance and Economic PlanningMLG Ministry of Local GovermnentsMMAs Metropolitan and Municipal AssembliesMMS Maintenance Management SystemMRH Ministry of Roads and HighwaysMOTC Ministry of Transport and CommunicationsMTU Motor Traffic UnitNMT Non-Motorized TransportNMV Non-Motorized VehicleNRSC National Road Safety CommitteeOSA Omnibus Services AuthorityPI) Planning Implementation DivisionPIP Public Investment ProgramPWP Priority Works ProjectSOE Statements of ExpendituresSTC State Transprt CorporationTCP Department of Town and Country PlanningTMA Tema Meropolitan AssemblyTRP Transport Rehabilitation ProjectUIP Urban Transport ProjectUTU Urban Transport UnitVELD Vehicle Examinations and Licensing Department

EISCAL YEAR

nI - lw'rmhar 21

FOR OMCL USE ONLY

REPUBlIC OF GHANA

URBAN TRANSPORT PROJECT

Table of Contents

Pate No.

Cdit and Projec Summary .............................. i

I. INTRODUCTION 1.

H. TRANSPORT AND URRAN SECTORS 1A. TheTran.por.Sec.or 1B. The Urban Sector 2

m. URBAN TRANSPORT SECT..R 3A. BaclTound. 3B. InstitJons. 3C. Urban RoadsandTraffic. D. Demand for Urban Transport. 6E. Public Tansport. 7F. Financing of Urban Transpon. 8G. Past Bank Involvement in the Sector and Rationale for Continuing

Involvement. 9H. Sector Policy ........................ 10

1V. THE PROJECT ............ ........... 10A. Project Objectives ........................ 10B. Description ........................ 11C. Status of Preparation ......... ............... 17D. Implementaion ........................ 18E. Estimated Project Cost .......... .............. 18F. Project Financing Plan .......... .............. 19G. Procurement ............. ..,. 20H. Disbursement ............ 23I. Accounting and Auditng ............................ .Z4J. Reporting and Monitodng ............................ 24

V. BENEiTS, IMPACTS AND RISKS ............................ 25A. Primary Project Jusificadon ............................ 25B. Economic and Oter Benefits ............................ 26C. Sensidvity Analysis .................. 29D. Environmental mpact .................. 29E. Poverty impact .................. 30F. Risks .................. 31

This report is based on the findings of a Bank appraisal mission which visited Ghana inNovember 1992, comprising of Messrs./Mmes. Alan Coulthart (rask Manager and UrbanEngine), Eleanor Warner (Financial Analyst), Richad Scurfield (rransport Specia),Godfrey Ewool (Infastructre Engineer), and Scott Lukehat (Consultant, Economist). Peerreviewers were Messrs. Chis Hoban, Cesar Quelroz, and Robero Chavez. Secreturisupport was provided by Ms. Elizabeth Novatny. Mr. James Wright and Mr. Edwin Lim arethe manging Division Chief and Department Director repectively for the operation.

This document has a restricted distribution and may be used by recipients only in the performanceof their official duties. Its contents may not otherwise be disclosed without World Bank authorization.

VI. AGREEMENTS TO BE REACHED AND RECOMMENDATION ......... 32A. Agroemets ....................................... 32B. Ronnn ion ................................... 34

3-1 Sture of DUR ad the District Road Uns (DRUs)3-2 Accm Framework Arteria Stret Plan - Roads Requiring Rabiltation3-3 Budgetary Alloodons for the Highway Sector, Public Investmn Prgram 19-943-4 Lett of Urbn Transport Sector Development Policy

4-1 Accra Road Rehabilitation and Traffic Magement mprvements4-2 SekondifTaloradi - Road Rehbilitation4-3 Access Improvemen to Low-nome Ares4-4 luions to be improved in Accra4-5 Teminals Prposed for Rehabilitation4-6 Pilot NMV Paths4-7 Equipment to be Supplied to VELD, BRRI, NSC and MTU44 Road Mintenunce and nitution Support Equipment for DUR4-9 Insiuonal S pport to 1fown & Country Plannig and Minstry of Local Govnmen4-10 Urban Transport Unit4-11 Draft TOR for the Road Safety Componen4-12 Department of Urban Roads - Organization and Managemen Studie - Draft Term sof

Reference4-13 Establishet of Parkig and Taffic Unis in the Metropolian and Municipal

Assemblies4-14 Consutancy Inputs4-IS Cont ManMgement Specaist & Municipal Enghne - TOR4-16 TOR for Development of Mantnance Management System4-17 Trainig Program4-18 Imp ta Schedule4-19 Cost Estimates: Summay4-20 Procurement4-21 DIburm Schedule4-22 SupervIion Plan4-23 Indicator of Project Inpact

S-1 Economic EvaluationS-2 Environment Miigaton Meaures

6-I Douments Avaiable In the Project File

Maps: IBID 24619,24620,24621, and 24622

CELM OF GHANA

UIRBAN $0R PAJEC

Borover: Ihe Republic of Ghana

IeneldKriz Minisbtry of Transpoit and iaon (M ; Mintry of Roads andHighways (MRH); Demnt of Utban Roads (DUR); Miistry of LocalGovernment (MLG); and the Metropolitan and Municipal Assemblies(MMAs) of Accra, Kumasi, Sekondifrakoradi, Tema and Tamale.

Credit &Mnt: SDR 55 million (US$ 76.2 million equivalent)

Jim: Standard IDA terms with 40 years marity.

1tglect Demdpthn: The main oojective of the project is to increase the quality and efficienqof urban trarsport services, make their delivery more equitable, and tosustain the improved levels of service. The project wil strive to achievethis by rehabiltating roads and trasport facilities, improving access tolow income areas, and building capacity in the instiutions responsible forthe policy development and planning of ubn tiansport and themaintece of its related infrastructure. There are five maincomponents: (a) road rehabilitation in Accra and SekondtTakoradi; (b)traffic aagement improvements; (c) lorry park and bus teJaninalrehabilitation; (d) conStrction of non-motorized transport facilities andaccess roads to low-income areas; ad (e) technial asistace to centaland local government agncies for policy development, project prepationand imlem ion, and situdional development. The roadrehabilitation works will focus on Accra and Sekondi/Takoradi, where theproblems we most acute, while the traffic management and publictransport termina improvements wil be carried out in all five cities. Thepolicy and Institutional aspects will benefit the whole country.

}roject Ibnefits and Rjisl: The project will reduce the cost of travel and increase ihe quality oferansport services in Accra and Sekodi/Takoradi by improving roadsurfaces, reducing congestion and impwving transport teminals. It willalso have a postive impact on the urban poor by improving theirmobility, raing accessibility to jqb opportnites and decreasingetrasport costs. Overall, it wil increase the efficiency and productivty of

the urban economy and produce high eownomic returns. The main risksrelate to .he timely allocation of counpart and road maintenance fundingand delays in implementadon. The risk on counterpart funding has beaminmized by sizing the project to suit the expected resources that will beavailable to Govenmen over the project period. Goveuent ba aereedto iease the road maintenance allocations from the Road Fund to thelevel required to sustain the rehabilitated roads and the existing stock ofurban roads in good conditon, by 1996. The risk of delays duringimplementation have been minimized by advance preparation of designsand tender document for cii works acuntin for 62% by value of theproject Govenment also Introduced measure in 1992 to stramlineprocurement procedures and the Bans monioring capacity at theResident Mission was incresed in Februy 1993.

H

Estimated Priec Costs and Financing Plaw:

A. Eatmated Po C

C?M.9gent Loca Foreign TQ

USS million

Road Rehabilitation 10.9 25.4 36.3Traffic Management Improvements 2.4 5.5 7.9Trasport Termind Rehabilitation 2.0 4.6 6.6Improved Access to Poverty Areas 3.2 7.4 10.5Equipment for Institutional Strengtnening 1.0 2.3 3.3Teclnical Assistance & Training 3.6 4.8 8.4

BASE COST (Jan. 1993) DA 50

Physical Conthigencies 1.9 4.5 6.5Price Contingencies 2.6 5.5 8.1

TOTAL PROJECT COST 27.( f

l/ Of this amount, an esdmated US$3.2 million equivalent is for duties and taxes.

B. Finncing Plan

Loc Forein Total

uS$ million

IDA 16.2 60.0 76.2Government of Ghana 1L = "A

TOTAL FINANCING .§ LQ

Estimated IDA Disbursemets

IDA Fiscal Year 1994 1225 1226 199 in 19

.. ___- US$ million

Annual 3.2 17.2 23.5 21.7 8.2 2.4Cumulative 20.4 43.9 65.6 73.8 76.2

v Includes initial deposits of US$1.5 million and US$0.3 million to the Special Accounts.

3conomic Rat of Rern: 29% for the road rehabilitation and traffic managementcomponents in Accra and Sekondi/Takoradli (56% by value ofproject).

REPUBIIC OF A

ULAS TRANSOtr PRW

I. RODUC'lO

1.1 Over the past two decades urban transport in Ghana has deteriorated in the face ofdeclining resources allocated to infrastrucmre maintenance and an increasing number ofvehicles on the roads. Public transport operators face high operaimg and maintenance costsbecause of road deterioration, traffic congestion and poorly organized transport terminalfacilities. This is reflected in old, badly maintained vehicles and poor levels of service to thetravelling public. The poor are particularly disadvantage because they have no altenativemeans of transport. The resulting high transport costs and loss of time have negativeeconomic effects.

1.2 The project will address these problems by increasing the capacity and Improving theefficiency of urban transport infrastructure and services and related institutions. It willremove critical urban transport bottlenecks, particularly in Accra and Sekondi/Takoradi wherethe problems are most acute, and help provide public transport by reducing 1ag waitingtimes, traffic congestion, and crowded and unhygienic bus terminad conditions in Ghana's fivemain cities (Accra, Kumasi, SekonditTakoradi, Tema and Tamale). It wUl increase theproductivity of the urban economy and produce high economic rettns. It will direct benefitsto the urban poor by improving their mobility, increasing accessibility to job opportunities anddecreasing transport costs.

H.LANRT AND UltBAN SECTORS

A. The TmnsUW-Seda

2.1 This section gives a brief overview of Ghana's transport sector. More detailedinformation is available in SAR-6921 GH, the First Transport Rehabilitation Project and SAR-8945 GH, the Second Transport Rehabilitation Project. These were presented to the Board inMay 1988 and December 1990 respectively.

2.2 Ghana's transport system comprises: (i) a network of about 14,400 km of trunk andurban arterial roads of which around 2,900 kan are in urban areas and about 21,300 km offeeder roads; (ii) a 950 km railway system linking Accra, Tema, Kumasi and Takoradi; (idi)deep-water ports at Tema and Takoradi; (iv) an inland water transport system on the VoltaLake; (v) an international airport at Accra and domestic airports at Kumasi and Tamale; and(vi) a national airline providing international and domestic services. Road trasport is thedominant mode in the system and about 90 percent of it is operated by the private sector, witheasy market entry and little government regulation of its cperations.

2.3 With the adverse macro-economic conditions which developed in the early 1970's,Ghana's infrastructure entered a long period of decline from which it is only now emerging.The Government bas given priority to restoring the transport network and institutional

2

capacity. With assistance from th Bank and other donors, some progre has been made inrehtating the trunk road and feeder road systems - these were considered to have thehighest economic priority. Except for a Govemnt fimded prgram in L^masi and therehlabilitation of a few artea roads in Accra, little has been done for urbat roads, whichhave been subjected to the additional strain of a rapidly expanding vehicle fleet.

2.4 In addition to prioritizing rehablitaion and mnenance, two notable policy issuesthat have been addressed with Bank assistance in recent years are: (i) Goverment finacingof road works - a road fund, wich draws ftom fue taxes, has been established to makeregular allocaeons to the agencies responsible for maintenance and rehabilitation; and Ii)increased use of the private sector - contractrs now carry out virtually all new constructionand around 80% of matn works.

B. The Urtan Sedor

2.5 In the past, Ghana had a strong local govenmn sstem, particularly in the cities.However, over the past two decades, witi economic decline and the resultant erosion of therevenue base, cities have not had the financial resources to maintain inftructure, andprofessional staff have been lost to the private sector and overseas. As a consequence, thecentral Govermment has had to take over many of the functions tha were previously handledat the local level including road rehabilitation and maintenace. Government is atemping toreverse this trend with the enactment of Local Goverment Law, PNDC Law No. 207 in1983, which requires most funcdom administered by central Government ministries to bedevolved to I10 district assemblies. 'Me largest and best organized of these are theMetropolitan and Municipal Assemblies in the five main cities. Responsibility for theconstruction of all secondary and teriary roads and the repair and maintenance of all roads(including trunk roads) is specified in the Establishment Inuments, which empowered thedistrict assemblies. Although the law has been enacted and the assemblies established since1989, little progress has actually been made with implementation.

2.6 Increasing district assembly revenues, which is a fundamental requirement foreffective decentralization, was addressed in Accra under the Accra District RehabilitationProject (ADRP), and is being taclded in the other our main cities under the Second UrbanDevelopment Project. 'he ADRP strengthened the ci's resource base by funding acomprehensive property rvuation and co n the billing and collection of propertytaxes. Revenues increased by 100% in real terts between 1988 and 1991. Similarrevuations are being crried out, in Kumasi, Sebondiakoradi, Tema and Tamale under theSeoond Urban Development Project and tehnical assistance will also be provided t> establishmore effet-ive billing and collection in these cities.

3

m. UuORBAN ulrB

A. 1B8ekd

3.1 One o' the major socioeconomic problems facing Ghana ih the growing inadequacy ofits urban infrastructure and services in the face of a fast growing urban populon. Aboutone-third of Ghana's toal population of around 16 milion lives In urban areas, with 20% ofthe total populatior concentrated in the five main cities of Accra, Kumasi, Sekondi/rakoradi,Tema and Tamale. Urban population growth rates are high, rangig between 3.2 and 4.8percent over the pat two decades. The fluctaions reflect changes in economic prosperityand rates have becn rising since the mid-1980's towards the upper limit of the range. Accra,the capital city and main administrative and commercial center of Ghana, has an esimatedpopulation of 1.5 million. Estmated populations of the other cetis are: Kumasi - 0.50million, Tema - 0.24 million, Sekondi/Takoradi - 0.19 million, and Tamale - 0.18 million.

3.2 Accraes - _lation is expected to reach 2 millon by the year 2000, a 33 percentincrease over a period of ten years. This wi11 place great stress on inf ure services,particularly in the transport sector. In the past, urban ifrasuctr and services have notreceived sufficient maintence fimding and have fallen into disrepair. Capacity over;oadsalready constrain both the efficiency and productivity of the urban economy and the situationis being exacerbad by the large number of vehicles imported in recen years, my of whichare second hand. Traffic congestion is now ubiquitous throughout Accra, and is also aproblem in the centers of Kumasi and SekondiTrakoradi.

B. Institutions

3.3 Responsibility for the various aspects of urban transport is shared by the Minstries ofTransport and Communications, Roads and Highways, Local Govrnment and the MotorTraffic Unit of the Ministry of Jntrior.

3.4 MA" of Trnspoel and Com aos ((OTC) Ihe Plannig andImplemenaion Division (PMD), is responsible for transport policy, legisation and regulation.Until recendy no formal procedures, or arrangements, existed for the coordinadon of urbantasport information and policy. An ad-hoc technical committee was formed in 1991 to steerthe preparation of the Urban Transport Policy Action Prgam, which laid the foundation forthe proposed project As a first s towards adopting this program, the Goverm testablished an Urban Trnport Unit (UTU) within the Plaig and Implementation Divsionof MOTC, to act as a focal point for the coordination of ura trasport activties. ThePIDlso has overall responsibility for road safety and the actvities of the National Road Safety

Committee (NRSC), which is responsible for the preparaton and implementaton ofeducational campaigns and advice on new legislation. The NRSC also coordinates theacdvities of the Motor Traffic Unit (MTU), which prepar report on accides, and theBuilding and Road Research Instiute (BRRI) at the Univeity of Science and Tehnology,which has responsibility for compiling national accident statistics. The staistics are then

4

made available u traffic engineers in the highway agencies, who are responsible for thedesign and Implementation of remedial measures. In practice, data from the MTU is onlypartal and none of the i plementing agencies Is particularly strong.

3.5 The Vehicle Examinations and Licensing Department (VELD) is responsible forvehicle inspections which are required to be carried out every 6 months through 18 inspectionstations spread throughout the country. Suitable premises and testing equipment wereprovided for four of these stations under TRP-I and II, but the remaining stations are ill-equipped to function effectively.

3.6 Minisuy of Roads and Highways (MR) Responsibility for highways is dividedbetween three bodies: Ghana Highway Authority (GHA) - the trunk and secondary roaWsystem; the Department of Feeder Roads (DFR) - rural feeder roads; and the Department .Urban Roads (DUR) - urban roads. It is the latter department which will be responsible forimplementing the road and traffic managewent components of this project.

3.7 Draaanent of Urban Roads DUR was established in 1988 to take over responsibilityfor roads in Accra, Kumasi, Sekondifrakoradi and Tema from GHA in order to direct moreattention to the specific problems associated with the increasingly trafficked urban roads (seeAnnex 3l for more details). In Accra a Metropolitan Roads Unit (AMRU) has been formed,and District Roads Units (I)RUs) were established in the other three cities, with a fourthplanned for Tamale. These units are funded through DLTR and managed by the Department inconsultation with the Municipal and Metropolitan Assemblies (MMAs). DUR, including theunits, has a total staff of 550 of which only 28 are professional staff. These professionalstaff, though well qualified and dedicated, are too few for the work load facing them. DURworks closely with the Municipal and Metropolitan Authorities (MMAs), developingconstruction and maintenance pro -ams. In 1990, the AMRU assumed responsibility formaintenance of Accra's roads, following strengthening of the unit, though major rehabilitationand reconstruction works are still administered by DUR. It is intended that all of the citieswill follow Accra's example and eventually become responsible for their own roads. DURwould then become a national policy advisory, testing and support unit for road and trafficengineering. The initial feasibility report identifying the scope of this project was prepared byDUR.

3.8 MWy of Local Government (MLW) LG has administrative and policyresponsibility for local authorities, including the MMAs benefitting from the proposed project.Under Government's decentralization polity, MMAs are legally responsible for theconstruction of secondary and tertiary roads and the maintenance of roads within theirjurisdictions. They are also responsible for the management and control of parking, includingthe operation of lorry parks and bus terminals. In practice, because the MMAs do not havesufficient managerial or administrative resources, responsibility for roads, with the exceptionof Accra, is with the DUR. Government has delegated the management of most lorry parksand bus terminals, including the collection of user charges, to the operators' unions.

3.9 The Department of Town and Country Planning (I1CP), which is responsible for land-use planning and development control, is also part of MLG. For transportation planning, itsmain responsibility is the identification, demarcation, and preservation of transport corridorsand related infrastructure wayleaves. Lack of an effective system for development control,and inadequate transport for staff, makes it difficult for the Department to controlencroachment of corridors by illegal developers.

S

3.10 Motor flwi nit Mnk of Interior he Motor Traffic Unit (M14U) isresponsible for enforcement of traffic laws and for preparing road accident reports. The toadaccident data is passed to the Building and Road Research Institute (BRRI) for analysis.

C. lJban RS ad Taf

3.11 Accra has about 950 kilometers of roads, of which 550 kilometers are paved. Studiescarried out between 1987 and 1988, under the Accra District Rehabilitation Project, concludedthat traffic congestion inside the Ring Road, resulted from: (a) deteriorated road surfaces; (O)vebicle/pedestrian conflict over road space (frequently a result of commercial activitiesencroacbing on footpaths); (c) inadequate junction design and signalling; (d) uncontrolied on-street parking; and (e) too many taxis, and too few large buses. The road network itself wasgenerally considered to have sufficient capacity, in terms of road space, to meet medium termtraffic growth, if the above problems could be resolved.

3.12 The situation outside of the Ring Road differs, in that the prime cause of congestionwas found to be deficiencies in the network; there were insufficient arteial routes, both radialand east-west connecrs, and existing arterials were not wide enough. Deteriorated roadsurfaces, poor junctions and undisciplined parking and driving were also contributing factorsin this area. The studies proposed solutions based around an Arteral Street Master Plan(ASMP) for the center of Accra, and a Framework Arterial Street Plan (FASP) to meet thenetwork deficiencies outside of the Ring Road. The roads :ncluded in the project comprisethe core of the ASMP (see para 4.5). Details of roads included in the FASP for whichdesigns and tender documents have been prepared but which are not included in the projectare given in ADM 3-2. Rehabilitation of these roads offer high ERRs.

3.13 Traffic Management Improvement Studies were also carried out in Kumasi,SekoudilTbkoradi and Tema in 1990. Tlese found that although congestion levels weregenerally much less than in Accra, there were serious problems in the centers ofSekondiUTakoradi and Kumasi. Kumasi has benefitted from extensive road rehabilitation since1990 and the congestion there has been largely eliminated. The roads in Tema, which is theonly one of the five project cities planned on a grid system, have adequate capacity and abilateral finded rehabilitation project for Tamale's main roads comuieced in 1992. All ofthe cities share the problems of lack of maintenance and poor traffic management.

3.14 The secondary and teriary roads of the network, which provide access into residentialareas and markets, are generally in bad condition and often become impassable when it rains.Low-income areas vre the worst served; the poor either have to walk considerable distances toa main road to obtain public transport, or they have to pay a premium to operators who fwcehigh vehicle operating costs in servicing these areas. The Accra Residential and MarketUpgrading Study, completed in 1992, examined the infrastructure needs of 17 low-incomecommunities and identified 7 where lack of access roads posed a major problem. Informationon the socio-economic characteristics of these areas and the conditions of their road anddraiage networks is given in Annex 4A. Access to many markets is also difficult because oftraffic congestion and the poor physical state of the roads. It is common eved for heavygoods to be carried considerable distances to and from the markets. Pedestran facilities arepoor, particularly in Accra and Takoradi, where the absence of sidewalks in the central areas

6

and along almost all main roads, is a safety aard, ad pedestra In the roadwas dsrupttraffic.

3.15 Virtually no provision is made for the users of non-motorized vehicles, mainlybicycles and handcars. Despite this omission, handcarts are widely used, especi ly in themarket areas, and cycle use has grown in recent years. Cycling is already widespred in thenorth of the counry, but much less common in the south. In the past, bicycles were widely;ased In Accra, but usage declined with the rising affluence of the 1960s and early 1970s. Inrecent years the dedline in real Incomes renewed demand among low and middle incomegroups, but the congested urban roads, which have no special provisions for cyclists, havebecome too dangerous for their safe use. Cycles are readily avaiable frm shops in all cities.The main cycle distributors Inport about 110,000 bicycles annually to Ghana and around10,000 per year have been sold in Accra in recent years. Enq4ries show that 62% ofhouseholds in low-income areas in Accra own at least one bicycle, but their use Is restrictedto local roads where motor traffic Is light. Tle suppressed demand for bicycle use wasrecognized in early 1992 by the Government, which committed itself to the principle ofbalanced development of transport modes and more equitable allocation of road space.Provision is now being made for bicycles in all urban road designs, wherever space permits.

3.16 The Ghana Road Safety Project (part of TRP-1) highlighted the seriousness of the roadsafety problem in Ghana. Each year around 700 persons are killed and around 7000 injured.About half these accidents occur in cities and a very high pege involve pedesrians.Although procedures exist for recording accidents and analyzing statistics, resource constrainslimit effective remedial measures.

D. Dmand forUban dmiM t

3.17 Statistics indicated that the vehicle fleet in 1991 was 109,000 (excluding an esimated10,000 government vehicles and others not presented for the required bi-hunual roadworthiness test), of which 71,000 were private cars and taxis, 23,000 buses and tro-tros (ocalmini-buses), 10,000 trucks and 5000 motorcycles. About half these vehicles are registered inAccra and 16 percent in Kumasi. The registered vehicle fleet has grown at an average rate of19 percent per annum since 1984. Since around 20% of vehicles are not preseed for therequired safety inspection and are not licensed, the number of vehicles in use in the country isgreater than suggested by the statistics.

3.18 In the center of Accra, surveys show that privat cars and tasxis make up about 70percent (40% and 30% respectively) of the vehicles on the roads, with buses and tro-tosaccounting for 15 percent and trucIk 12 percent. Between 1987 and 1990, traffic flowsincreased by about 10 percent per annum and sample surveys suggest that delays increased atan even greater rate. Average peak hour speeds in 1990 were about 15 kn per bour in thecenter of Accra and below 10 km per hour on certain critical links. While more recent data isnot available, these trends appear to be continuing.

3.19 In 1987 surveys indicated that more than 76 percent of all motorized passenger tripswer:, by public transport (taxis, tro-tros and heavy buses). However, large buses carry lessthan 10% of the total, while taxis increased their sae from around 25% in 1987, to 32% in1990. Walking is the choice of many and a small, though growing, number use bicycles.

7

E. MmmlTrsport

3.20 Most of the public transport services in the country, are provided by the privatesector, which operates a mix of buses, tro-tros and taxis. There are also three parastal buscompanies: Omnibus Services Authority (OSA); City Express Services (CES) and StateTransport Corporation (STC), but they are largely limited to Inter-city operation. STC is onlyautorized to provide sucb services and both OSA and CES have effectively withdraw fromurban bus operations because they are unable to compete with the private sector. Governmenthas stopped direct subsidization of the three companies, though some residual financialsupport contnues in the case of OSA and CES, through Government repayment and guaranteeof loans for bus purchases.

3.21 There are few official controls over the operation of public transport. However,private opions are strictly controlled by trade unions of which the most powerfil is theGhana Private Road Transport Union (GPRTU). The unions charge a membership fee, anddrivers must register with and pay a daily fee to one of the 'locals', which controls aterminal. User charges are also collected by the unions on behalf of the MMAs, who own theterminals, though studies indicate that less than 10% of the potential revenue is received bythe MMAs. Union rules require a bus to be full before It can depart. This practice is notalways in the interests of the bus users who often cannot board buses between teminals andmust wait long penods until buses are full.

3.22 The overall quality of public transport is poor. Most vehicles are old, many areconverted trucks, and maintenance standards are low. There is little incentive for operators toinvest in better vehicles because of the high maintenance costs arising from deteriorated roadsurhces and the limitation that congestion imposes on earnings. There appears to be asufficient number to meet demand, with low-capacity vehicles, such as taxis and minibusespredominating and increasing their share of the market. ITis is of concern because thevehicles carry fewer passengers per standard unit of road space than larger buses andtherefore excerbate traffic congestion. Public transport and freight tminals, commonlyreferred to in Ghana as lorry parks, serve all forms of vehicles from private cars and taxis tomulti-axled trucks. Few are paved and there is no clear demarcation between access roads,bus parking space and passenger waiting areas. There is little she!'er lbr passengers, sanitaryfacilities are primitive, and refeshment facilities rudimentary. A Study for the Developmentof Transport Terminals in Accra carried out for MOTC in 1992, revealed that there are 73tmeinals, of which 51 serve intra-city vehicles. Thirty-three of the terminals are locatedinside the Ring Road. Generally, they have sprung up near markets and at majorintersections. Their development has been ad-hoc, with litde account taken in their siting ofthe impact of the vehicle and pedestrian affic they attact. Lack of planning also results invehicles following disruptive cross city routes and passengers having to change vehicles toreach their destinations. Gove, ment has agree to study and implement agreed action plansto: (a) improve the management of and cost recovery from, lorry parks and bus terminals;and (b) improve the quality and quantity of public transport by identifying the mostappropriate regulatory options.

8

F. 1nandng gIthran 3k=VoW

3.23 'lb financing needed for rehabilitation and maintenance of Ghana's whole roadnetwork is large; about US$110 million needs to be spent annually to clear the backlogs inperiodic madienance. Details of budgetary allocadons for the highway sector in the 1992-94Public Investment Program (PIP) are given in AM 3-3 Government has agreed under theSecond Transport Rehabilitation Project ('IRP-l) that the PIP for the transport sector wouldbe reviewed annually and that Governnent would consult the Association before undertakingmajor new investment projects costing more than US$5 miflion equivalent, not included in theagreed PIP. The level of annual road rehabilitation and maintenance costs is expected tostabilize at around US$60 million in and after 1998, to reach a target of 75% of roads in goodcondition by the year 2000. The Government is conmitted to achieving full cost recoveryfrom 1994 onwards, and assurances to this effect were made during negotiations of the TRP-11. The Government has successfully increased domestic resoturces allocated for roadn_inenance and rehabilitation between 1990 and 1992 from 26.9 billion cedis to 35.0 billioncedis In 1992. However, because of the cedi's depreciation, this represents a small decline indollar terms, from US$81.5 million to US$77.8 mill-an.

3.24 Funding for road maintenance comes from the road fund and Government's centralbudget. The road fund works relatively smoothly because it is simple and its administrioncosts are low. There are three sources of funds: fuel tax, which accounts for around 96% ofthe ttal; -ehicle road-worthiness tax; and motorway tolls. The revenue accruing to the roadfund, the total amounts allocated to GHA, DFR and DUR and the amounts allocated to DUR,for 1990 and 1991 are given in Table 1 below. Figures for the first seven months of 1992show reenues of 13.5 billion cedis ($30.5 million) and total allocations of 8.8 billion cedis($19.9 million). The MRH is responsible for deciding the relatve allocations to each of thetee road agencies and these are varied annually to suit need. The balance of the road fund,which was substantial in 1990, and indications are that 1992 would have been similar, goes tothe central budget. Revenues accruing to the road fund have been sufficient to meet the costsof anmnal maintenance over the past three years. In the case of 1990 and as projected for1992, there has been a substantial surplus.

Table 1: Road PFloEIws

1990 1991

ROAD FUND Z million $ million ¢ million $ million

Inflows 12,400 37.6 10,940 29.2

Allocations to DUR 1,090 3.3 3,150 8.4

Allocations to GHA, DFR and DUR 6,970 21.1 10,590 28.2

3.25 Regarding fimding for the maintenance of urban roads, it has been estimated thatabout US$7.2 million is required in 1994 increasing to US$11.9 million by 1998 (see para4.40) is needed for maintenance in the five project cities. Of this amount, about 20% is forroutine maintnane and the balance for periodic maintenance. A negtijinGovenment

9

&ag to increase maintenance expendiure over the project period to the antounts referred toabove and for periodic maintenance funds to be allocated from the road fwid to simplifyadministration and to improve the timeliness of releases (see para 4.40).

3.26 A study of possible somuces and mechanism for raising additional finds for roadmaintenance at the local government (MMAs) level identified parking fees largely the feescharged at lorn; parks and bus terminals), an enhanced local vehicle licensing tax, and swesand market licensing fees as the most promising sources. There appears to be considerablescope for increasing revenue from parking fees as only 84.2 million cedis were collected in1991 out of a potential 961.2 million cedis. Govemment a8ed to study and implementmechanisms to increase collections (para 3.21) and to utilize part of the funds collected tomeet the maintenance requirements of the lorry parks and bus terminals. Agreement of thiscost recovery plan with the Association will be a precondition to signing the rehabilitationcontracts for the facilities. However, because total revenues being collected by the MMAsare relatively low and in view of the fact that road users are already meeting the cost ofmaintenance requirements through fuel taxes, it was agreed with Government that any balanceremaining from parking fees and additional revenues raised locally from the other sourcesshould be available for general local government expenditure.

G. Past Bank Involvement in the Sector and Rationale for ContluiWn hnolveng

3.27 The Bank Group has supported four highway projects, three transport projects, andthree urban projects with road components since 1974. Four of these projects, tree transportand one urban, are still being implemented. The strategy with these projects has been to: (a)reduce costs and maximize reurns by concentratig on infrastructure rehabilitation andmaintenance rather than on new construction; (b) make project investments and policyinitiatives sustainable by building capacity in key agencies such as the Accra MetropolitanAuthority, the DUR and the GHA and by improving resource mobilization systems throughtaxes and user charges; and (c) focus much of the benefits on urban and rural poverty groups.These objectives have generally been met though implementation, particularly in the earlierprojects, has tended to be slower than planned. This ocured because: (a) the institutionalcapacity of project agencies was sometimes overestimated, though this situation has improvedin recent years as the agencies gained experience with Bank projects and their staff benefittedfrom project funded technical assistance and training; and (b) project agencies were unfamliarwith the Ban's procurement procedures and Government's decision-making process forprocurement was over-centralized. Improvements are apparent in current project as a resultof procurement training, greater delegation of authority and streamilning of the process.

3.28 Although the Bank has been involved in infrastructure works in Ghana for alst 20years attetion has only been given to the urban sector since 1985 with the Accra DisictRehabilitation Project (ADRP). ADRP, began to address some of the problems experiencedby urban dwellers, who comprise one third of the whole population, by fonowing the strategyoudined above. It was particularly successful in building project management andimplementation capacity in DUR and administrative and financial capacity in AMA. Theproblems arising from deteriorated urban roads and traffic congestion In Accra and Ghansother four main cities were recognized and studies were funded to id,-* means ofovercoming them. It is the key recommendations of these studies, which were ubsentlytaken through the detailed design phase under the Urban II project, that are being proposed

10

for implementation In this project. The Bank, with this past history of involvement in theurban and transport sectors, was able to play a unique role in assisting Government to developan urban transport sector policy (see para 3.29) and to design this project to promote thepolicy. The project fits into our country assistance strategy in that it will benefit the poor,both directly through improved access to selected low and middle-income areas and theprovision of bicycle paths, and indirectly through improvements in the quality and efficiencyof public transport services. The project will benefit the private sector by lowering theoperating costs and increasing the profitability of urban public transport vehicles, which in thecities are almost entirely privately operated, and all design, supervision, construction and atleast 80% of maintenance works, will be carried out by private companies. Theenvironmental impact will be positive in that the long term beneficial aspects of reduced fuelconsumption, safer roads, and improved drainage will outweigh the short term noise and dustproblems during construction.

H. Sector Policy

3.29 In 1992 Government commissioned consultants to prepare an Urban Transport PolicyAction Program. This program, which reflects inputs from all organizations involved in thesector, both public and private, has been adopted by Government. It sets down means ofresolving the issues identified in the sections above and provided the foundation for thisproject. The key elements of the Government's policy are to: (a) improve policy coordination(an Urban Transport Unit has already been established as a focal point for this); (b) increasefunding allocations for road maintenance; (c) contract out of at least 80% of maintenanceworks to the private sector; (d) improve the management of and cost reoovery from transportterminals; (e) encourage private sector participation in public bus companies; (f) provide non-motorized transport facilities; and (g) improve road safety. Goveroment has confirmed theiradoption of these policies in a letter of Urban Transport Policy sent to the Association (seeAnnex 3-4).

IV. THE PROJECT

A. Project Objectives

4.1 Commerce, industry and services will continue to grow rapidly as the Ghanaianeconomy expands, and much of the growth in these sectors will be in cities. If cities lack thenecessary infrastructure and services, the expansion of the urban economy, which is becomingan increasing part of the national economy, will be constrained. Urban transport is one of themost important services to be considered. This project will strive to: (a) increase the quaityof urban transport services; (b) improve the efficiency with which they are produced(especially by reducing the cost and the time lost); (c) ensure the in urbantransport services are sustained (especially through institutional reform, cost recovery andmaintenance); and (d) make access to urban transport services more equitable (by ensuringthat the urban poor benefit from services). The project will also: (a) improve sector policydevelopment and planning by establishing formal coordination between the various

11

organtions involved; (b) increase safety, paricularly for pedestrians and the users of non-motorized transport; and (c) reduce fuel consumption and air pollution in the cities.

B. DecdDUm

Introducllon

4.2 The project has five main components:

(a) road rehabiitation;

(b) traffic management Improvements;

(c) rehabilitation of lorry parks and bus terminals;

(d) non-motorized trsport facilities and access improvements to low-incomeareas; and

(e) isttional strengthenng of central and local government agencies.

4.3 Accra will be the main focus of the infrastructure rehabilitation effort because It hasthe highest population, most traffic and greatest congestion. Rehabilitation works will also becarried out in the central business district of Sekonditrakoradi, which suffers from localizedcongestion. Lorry parks and bus terminals will be rehabilitated, and traffic managementimproved, in all five of the project cities.

4.4 The non-motorized transport component is a pilot program to promote the use ofbicycles as a cheaper means of transport for low and middle-income earners, in the south ofGhana. This pilot program will be locatd in Accra, which has the highest concentation ofpotenti users. The technical assistance effort wil cover both central, and local, governmentinstitutions, and wDi seek to improve sector coordinaion, policy development and generalmanagement capabilities. Each of the five main project components is descibed in greaterdetail below.

Road RehabiHtation

4.5 Accra CenabW Bwiess Did (CBD) Details of the roads to be rehabilitated aregiven in Ann= St and their locations are shown in map IBRD 24621. These roads, whichare the most heavily trafficked and congested arterWal routes in the country, are the keyelements of the Arteria Steet Master Plan prepared in 1988. Rehabilitation of these roads,together with the complementary trafflc management improvements included in the project,wil ease traffic flow in central Aecra and improve east/west movements across the city.Because of competing demands and limited available resources, only the highest priority CBDroads have been included in the project.

4.6 Ile road rehabilitation works, as well as providing smooth and durable nningsurfaces, will also include improved junctions; road-side drainage; laybys for public transpon;paridog bays in shopping areas; and fimctional sidewalks and protected pedestrian crossings.

12

Careful scheduling of construction, to minimize traffic disruption, will be essential, becausethe road works in the project cover the whole CBD) and work Is expected to continue onanother two major arterial routes to the end of 1995. Account has been taken of the need fordiversions in the designs and obligations placed on the contractors, in the contract documents,to accommodate traffic during construction.

4.7 Sekondi/Takoradi CBD Roads The roads to be rehabilitated in Sekondi/Takoradi arelocated in and around the highly congested center of Takoradi. The main heavily traffickedroad linking Takoradi to Sekondi is also included. They formed part of a package ofrecommended remedial measures arising out of studies carried out in 1989. Details of thestudies, the rebabilitation and associated traffic management works, which includes theintroduction of one-way traffic flow on certain roads, are given in Annex 4-2.

Traffic Management Improvements and Accident Reduction Mea -

4.8 Thtffc Management Imprvements Th e capacity and safety oi tne existng roadnetwork in all five cities will be improved through the provision of more effective trafficmanagement measures. These include the use of local widening at critical junctions, multi-phase and linked traffic signals, one-way traffic flow, controlled pedestrian crossings,improved road signs and road markings, and better regulated parking. Details of themeasures for Accra and Sekondi/Takoradi, which have been designed to complement the roadrehabilitation components, are given in Annexes 4-1 and 4-2. Designs and tender documentshave also been prepared for a further 18 junctions in Accra (see map IBRD 24620 forlocations and Annexc for details). Studies carried out in Kumasi and Tema during 1989identified critical junctions for improvement. These junctions, together with key junctions inTamale, will be reassessed by DUR during the project and improvement designs prepared andimplemented. The design strategy adopted for all junctions has been to maximize trafficcapacity and pedestrian safety, while minimizing landuse and the disruption of existing utilityservices.

4.9 Accdent Reduc£on Measwws Traffic accidents have very high social and economiccosts. The majority of accidents occur at a few locations. Ihese locations, and their relativeprinrity, can readily be identified if the occurrence of accidents is methodically recorded. Theprocedures and data recording equipment necessary to do this were put in place under TRP-Iand further institutional and operational assistance will be provided under this project (seepara 4.15). Under this project, $1.8 million will be allocated for remedial and preventativeworks at the most accident-prone locations in the five main cities. These remedial works willvary from relatively simple measures like lane marking, sign-posting, and the provision oflay-byes, to more substantial realigunents of roads and junctions.

4.10 Rebaton of Lony Parks and Bus Teminals(PublcTanspot Termnals)This component focuses on improving the physical condition of the busiest termnals in allfive project cities. Management of, and cost recovery from, the terminals also needs to beimproved and technical assistance will be provided (see paras 3.25 and 4.23) to assist UTU tostudy the problem and develop policies and for the MMAs to implement procedures toaddress this. The study will also review the numbers and locations of parks and terminalswith a view to consolidating them and linking locations to destinations served, morerationally. However, there is an immediate need for improvements to the surfacing, drainage,access control, lighting, and the provision of shelter, sanitary and refreshment facilities toselected terminals in all five main cities. Bicycle storage facilities will also be provided to

13

complement the non-motorized transport component (see para 4.11) and to encourage peopleto cycle to and from terminals. To these ends, studies were commissioned in 1992 to makeinentories of facilities, assess traffic utlization, and to make proposals on terminal andpublic transport route consolidation for the five cities. On the basis of data collected, costestimates were prepared for the highest priority terminals. Prioritization criteria were: currentdemand; public ownership of the site; compatibility between the type of transport and areaserved i.e. intra-city terminals; safe and convenient access; and adequate space for viabledevelopment. Details of the terminals to be improved are given in Annex 45 and thelocations of the Accra terminals are shown in map IBRD 24620.

Non-Motorized Transport Facilities and Access Improvements to Low-Income Areas

4.11 Pilet Bike Paths In support of Government's policy to provide balanced developmentof transport modes, the project will fiance construction of around SOkm of dedicated cyclepaths connecting low and middle-income residential areas to commercial and businessdistricts. Cycle lanes/tracks have also been incorporated as part of the road rehabilitationdesigns for Accra, either within the road reservation or parallel to the route, as space permits.In the proximity of markets, the tracks/lanes will be wide enough to accommodate themanually pushed trolleys, which are widely used to transport goods. The route locations areindicated in map IBRD 24620 and furher details are provided in Annex 4-6.

4.12 Integrated Bike Path Network Study The pilot paths will form the initial phase of anintegrated bike path network for Accra. A study, which will produce a master plan for thedevelopment of a comprehensive network for the whole city, will be undertaken in parallel.

4.13 Access Improvements to Low Income Area and Markets The purpose of thiscomponent is to connet th aevn low-income areas in Accra identified as having the worstaccess problems to main arterial routes, with basic surfaced roads, thereby reducing theoperating costs of public transport. The location of the areas is given in Map 24620, anddetails of the areas and roads are given in Annex 43. lhe two lane roads, which will followexisting unsurfaced roa4s or tracks, will be 7.3m wide and surfaced with two layers ofdressing. In order to nimize costs, drainage will be limited, wherever possible to road-sidedrains. However, several of the areas are low-lying and it will be necessary to channel watercourses away from the road to avoid erosion. Access to selected markets will also beimproved by constructing, or designating, dedicated tracks or lanes for non-motorizedtransport, such as hand-carts, between lorry parks and markets.

Inslitutional Strengthening of Central and Local GovernmeLit Agencies

4.14 Vehicle Examinaion and licensing Depamaent (VELD) UTU, with the assistanceof consultants, will carry out a study and assist VELD to implement improvements in vehicleinspection and drive training programs. To increase VELI)'s effectiveness they will beprovided with vehicle testing equipment for their inspection facilities in Accra, Tamale andKoforidua (see Annex 4-7 for details) and a new testing facility will be built at Tamale.

4.15 Budng ad Road Resarch Institute (BRRIU) Government has agreed to implementby June 1994 revised procedures for more systematic collection of accident data by the MTUand for the subsequent analysis of this data by the BRRI to enable identification andprioritization of locations where accidents occur frequently. UTU, with the assistance ofconsultants, will study existing procedures and help implement improvements. The results of

14

BRRI's analyses will be passed on to DUR who will design and implement improvementmeasures (see para 4.9). To enable BRRI to process accident data more effectively they willbe provided with two personal computers, a photocopier and minor office supplies.

4.16 NattenaRead S4fedy ComNee (NRSC) g mm age at negiat dsthatUTU, with the assistance of consultants, would assist the NRSC to design by September 1994and Implement by January 1995 a road safety program aimed particularly at pedestrians andcyclists (see para 4.24). The NRSC will be provided with a vehicle equipped with a publicaddress system, film and video equipment and a photocopier, to mount the road safetyprogram. The UTU will also assist NRSC to establish regional committees and provideadvice on road traffic legislation.

4.17 Motor T1ffc Unit (MT[1 In order to improve the enforcement of traffic legislation,the MTU wfll be provided with vehicles, two trucks, radar guns, breath anayzers and radiosfor their units in Accra, Kumasi Selondifrakoradi and Tamale.

4.18 DUR, AURUwndDRUs Approximately 80% byvalueofalmaintenanceiscarriedout by the private sector and Governmuent has agreed tc at least maintain this level ofcontracting out for the duration of the project. Routine aintenance work is mainly carriedout by the direct labor forces of the DRUs. Government has no contracted out theseactivities because they have doubts about the private sector's ability to respond quickdy toemergencies. Ihe validity of these concerns will be studied under the project (see para 4.29).At present DUR and the DRUs do not have the equipment required to operate efficiently. Anassessment of existing equipment inventories and desirable work practices revealed a need forlight portable equipment e.g. small compactors, portable bitumen mixers, light duty vehiclesto cary operatives to work sites, and for mini hot-mix plants, to accommodate themaintenance requirements of the growing length of asphaltic conrete roads in Accra andKumasi. It is proposed that equipment and spares costing US$2 mUlion are supplied underthe project. More detailed information and a costed list of the equipment is given in Annec4:.

4.19 The DUR does not bave sufficient vehicle and office support resources to enable themto effectively meet the demands of the heavy worldoad imposed upon them. A personalcomputer will be provided for DUR headquarters and each city to enable them to operate theMaitnan Management System to be introduced under the project (see pam 4.29). Officeequipment such as drawing chests and filing cabinets will also be provided. Detafls are givenin Annex 4-8.

4.20 Town ad Country Plnning Dwannmt (TCP) A study will be commisined andmeasures implemented to increase the effectiveness of TCP's development conrol records. Itis enviaged that this will require a personal computer and a photocopier in TCP's offices ineach ciq. A plan printer is also required for Sekondirakoradi. Double cab pick-ups andmotorcycles will be provided to enable the department to process development applicationsquicker and to monitor road resev,ations for encroachment more effectively. Details aregiven In Annex49.

IS

Techaicl Assistance

4.21 Techuical assistance will be provided for: () policy support; (ii) project preparationand implemenaion support; and (iii) insttutiona development. A brief descriptio tI 'lowsof what is to be provided under these three categories, to each of the project agencit-

Poicy Support

4.22 MIity of Thuispoit and CotuioaR s e &bLknwet of an Urbian lTsPutUnit Government has acted on the recommendations of the Urban Transport Policy ActionProgram (see para 3.4) by setting up a two tiered committee structure with a ministeria levelpolicy making c; nmittee, supported by a high level technical committee of senior officials.An Urban Transport Unit (UTU, has also been created within the MOTC to facilitatecoordination between all government and private sector bodies involved in urban transport andto provide the secretariat for the technical committee.

4.23 The UTU is headed by a Deputy Director and has a staff of two transport planningprofessionals. Government alreed at nemodatlons to one addition professional transportplanner or economist being added to the unit per year between 1994 and 1996 (three years).nitia policy formulation which will be developed in consultation with DUR, MLG and the

MMAs shall focus on: regulatory options for improving the quantity and quality of publictransport; management of lorry parks and bus terminals; management of parking in the maincities; and options for private sector participation in the Government owned bus companies.gQnmegKge1 at Wghi mt1ons to the recruitment by Janmary 1994 of an experiencedurban transport advisor for two years to provide assistance with establishing the units workprogram and policy deveopmen and to provide onthe-job training. Short tem specialistswill also be contracted to assist with the studies on the policy Issues listed above. As theUTT develops the skills necessary to fulfil its role within M0TC it will work in closeassociation with the Parking and Traffic Units which will be established in each of the maincities. Terms of reference for the UTU, the urban transport advisor, and the short termspeclist inputs are given in Am 4-1 .

4.24 Road S4fety Progrm The UTU will also prepare and implement an urban roadsafety program focussing on driver education, pedestrians and NMV users. This will buildon previous assistance provided under TRP-I and will be complementary to that included inTRP-II which has its main focus on the trunk road network. Gover,nent aged to therecruitment by April 1994 of an experienced road safety advisor to provide 12 months ofinput spread over the project period, to assist with the preparation and implementation of theroad safety programn. Details of the road safety program and tems of reference for the roadsafety specialist are given in Annex4-11.

4.25 Depant of Ud,a Rods - Organ_mton and MaJ en Stud GovrnmentjS=d to cafry out an organization and managemt sdy of DUR by December 1994. Ibestudy will make recommendations on the following: (a) the most apropriate organiztionalstrucwre and staffing level (numbers and classification) to enable DUR to fulfil its currentresponsibilities; (b) how the Department should evolve as the cities gradually take over directresponsibility for roads; (c) the resources required to extend operations to Tamale; and (d) anassessme of training needs and the preparation of a trining progm for professional staff

16

and opeatives designed to meet the needs arising from the above recommendations to befunded under this project. Detailed terms of reference are given In Annex 4-12.

4.26 Establishment of Parking and 7rqfflc Unts in the MMAs The five MMAs wi1l beprovided with management and engineering consultancy support, vehicles, comnicationequipment and office equipment to assist them establish parking and traffic units. The unitswill Implement the recommendations of the studies on management of lorry parks and busterminals and vehicle paring (see para 4.23). It is envisaged that this will entail: (a)developing, managing and maintaining parking infrastructure; (b) liaising with private sectordevelopers of parking facilities; (c) collecting and monitoring parking revenues; and (d)liaising with their respective roads units to maintain the parking facilities. The units will alsomonitor and manage traffic and liaise with the MTU on the enforcement of traffic legislation.The units are described in more detail and a list of the vehicles and equipment to be providedto each city is given in Anngz-A1.

Project Preparation and Implementation Support

4.27 Depa'ment of Urban Roads - Consultunc Inputs DUR will need etensiveassistance from consultants to cope with the design, supervision and studies arising from thep.ject. A total of 790 months will be required; 90 months for detailed design, 142 monthsfor studies. 536 months for supervision and 22 months of management assistance; 621 monthswll be provided by local consultants and 169 months by international consultants. Details ofthe inputs on individual project components and projected costs are given in Annex 414.

4.28 Projed Management Support While construction of the various project componentswill be supervised by consultants, DUR's contract management capacity, particularly theirability to deal with contractor's claims, will have to be strengthened and effective internalmanagement systems developed for liaising with other affected institutions e.g. public utilities,police, and transport operators in order to minimize disruption to normal life in the cities.Financial management of the contracts will also be of critical importance in order to avoiddelays in contractor's payments, which will ultimately increase the overall project cost. Sinceits inception DtR has built up a core of skilled and dedicated professionals. They Are,however, relatively young and none has been exposed to the size and complexity of thecontracts in this project. They are also too few to cope with the work load of this and otherprojects. Three local professionals, two engineers and an accountant, have already beencontracted to the end of 1994 under Urban n to provide assistance to cope with the work-loadgenerated by that project. Their contracts will be extended for three years, from 1995 to1997 under this project. Govermnent alsoagrMed at zgoi to (a) the recruitment of aContract Management Specialist, either a professional civfl engineer or a quantity surveyor Xanditi of ffectiveness, and (b) the recruitment by January 1994 of a MunicipalEngineer. Each will be recruited for 36 monts. The contrast management specialist wilalso provide on-the-job training for DUR's engineers. TOR for these staff are given in Am

4.29 Maintenance Manag ten System DUR requires a maintenance management system(MMS) to: (a) enable decisions to be made on which roads to mainain each year; (b) estimatethe optimum level of expenditure that should be made on them; and (c) determine theoptimum balance of work between the private sector and the Department's direct labor forcesfor economy and reliability with particular emphasis on the implications of contracting outroutine maintenance. It will also enable performance standards to be developed for

17

contractors and direct labor. International consultants wIll be hired to develop and implementthe MMS which will be designed to be compatible with the GHA system and also with theMIS system being developed for MRH. It is estimated that 20 months of input will berequired. The terms of reference for this consultancy are given in Annex416. 4omn16agme to complete the study by December 31, 1994, adopt the design by March 1995 andcommence implementation of the MMS by July 1995.

Institutional Devdopment

4.30 St4ff Traidl g An outline training program (see Annx 417 for details) has beenprepared to build up the necessary in-country urban trnport expertise, for selected staff fromMOTC, DUR, MLG and TCP. Government agreed at negotiations to submit detailed trainingprograms by March 31, 1994 for calendar year 1994 and for traning plans for subsequentyears to be submitted annually and agreed with the Bank by December 1 of the precedingyear. lhe plans for subsequent years shall take account of experience gained from thetraining programs of preceding years.

4.31 Opeaive Training $70,000 has been allocated to provide on-the-job training for theAMRU and DRU operatives in road and mechanical maintenance. Design of the programwill be carried out as part of the organization and management study (see para 4.25). Thetraining facilities and methods developed under TRP-I and being continued under TRP-II willbe utilized as much as possible.

4.32 Provlvion of Ho i4 DUR has experienced problems in attracting and retaining thehigh caliber of professioi.--. saff it requires. In order to improve incentives, the project willprovide assistance with the wnstruction of modest office premises and houses for DUR's fieldstaff. DUR's headquarters staff have only 150 m7 of office space in temporaryaccommodation located within AMRU's yard. TIis is insufficient to meet the needs ofexisting staff without taking account of the additional staff required for this project. Provisionhas therefore been made to consruct new office premises within Accra.

C. Status of Preparation

4.33 An Urban Transport Policy Action Program, which identified the koy components ofthe project, was prepared in June 1992 by consultanu commissioned by MOTC. The policyrelated components center on the Urban Transport Unit, which Government has alreadyestablished within the Planning and Implementation Division of the MOTC. Terms ofreference have been prepared for the various technical assistance specialists and consultanciesand detailed lists of equipment required to support the implementation agencies drawn up.

4.34 Detailed designs and tender documents are expected to be completed for the Accraand Sekondi/Takoradi road rehabilitation works, the junction Improvements and NMT tracksby May 1993. Goveent agreed at negotiations a a coditiQn of redit effectiveness to: (a)employ utility contractors for the relocation of public utility services in the roads to berehabilitated in Accra; and (b) prequalify contractors to bid for the road rehabilitation worksin Accra and SekondiUTakoradi. Detailed design for the rehabilitation of public trasportteminals and access improvements to low income areas and markets will be undertaken byconsultants in 1993.

18

D. Implmetato

4.35 The main implementon agencies will be the Urban Trnsport Unit (UTU) withinMoTC and the Department of Urban Roads within the MRH. Full terms of reference for theUTU are given in Annex -. The unit's primary objective will be to develop and provide afocus for coordinating urban transport policy. It will also be the secretariat for the technicalcommittee of the Iner MiisterW Steerg Committee (see para 4.22) and, with the assianceof consultants, will design and implement the road safety progrm.

4.36 DUR will be responsible for manging and supervising construction of theinfaructure components. DUR's staff are familiar with Bank procedures and have beenresponsible for the implemention of previous Bank projects (ADRP and PWP). However,as this project will increase their workoad significantly, consultants will be commissioned tosupervise virtually all works and expedenced specialists will be contracted to provide a totalof eleven years input to assist with project management. These specialists will also providetraining to DUR's staff. The project implementation schedule is given In AM 4-1 and amatrix of performance indicators is included in Annex 23. An Implementation Manual,setng out in detail the duties and obligations of each project agency, will be prepared inadvance of the Project Launch Workhop, which is scheduled for October 1993. The projectis expected to be completed by June 30, 1998 and the credit will be closed on December 31,1998.

E. limated lel t,

4.37 The estimated total cost of the project is US$87.6 million (including taxes), with aforeign exchange component of US$60.0 million equivalent or 68% of project cost. Importduties and taxes on the project related hnports are estimated at US$3.2 million equivalent.Base costs are estimated in Janury 1993 prices and at an exchange rate of US$1 = 550cedis. Physical contingencies of 10% of base costs have been included for all componentsexcept technical assistance. Price contingencies bave been calculated for foreign costs usinginternational price inflation factors of 3.9% for 1993 and 1994 and 3.8% per year thereafterand domestic price inflation factors of 25% for 1993, 15% for 1994, 10% for 1995, and 5%per year thereafter. The estimated cost of the project is detailed in Ani4A19 and issummarized in Table 2 oelow.

19

Table 2: Summ of Prjec Costs(US$ million)

Estited Costs Local Foreg Tota

Road Rehabilitation 10.9 25.4 36.3Traffic Management Inprovements 2.4 5.5 7.9Trnsport Terminal Rehabilitation 2.0 4.6 6.6Improved Access to Poverty Areas 3.2 7.4 10.5Equipment for Inst. S, -ngthening 1.0 2.3 3.3Technical Assistance & Training 3.6 4.8 8.4

BASE COST (January 1993) 23.1 50.0 73.0

Physical Contingencies 1.9 4.5 6.5Price Contingencies 2.6 S.5 8.1

TOTAL PROJECT COST 27.6 60.0 87.6

4.38 For all the major civil works components, construction cost estimates are based onquantities calculated by consultants preparing detail designs and using unit rates from recetlyawarded contracts for similar works. The estimated coss of traffic managementimprovements, tranwsport terminal rehabilitation, and NMT components are based on quantitiescalculated from preliminary engineering designs and unit rates for similar works. 'Tetechnical assistance costs are based on recent average mannmonth rates for similst consultingservices in Ghana.

F. W dg

4.39 The financing plan is summarized in Table 3 below. An IIDA credit of SDR 55million (US$76.2 million equivalent) would finance 90% of the total project costs excludingduties and taxes, or 100% of foreign costs and 67% of local costs, exclusive of duties andtaxes. Government atred at neoations to: (a) the project countepart funds being depositedin separate project accounts opened by DUR and MOTC; (b) payment of initial deposis ofUS$662,000 equivalent and US$13,000 equivalent to DUR and MOTC respectively forcalendar year 1993 as a condition gf credit effectiveness; and (c) funds being depositedquarterly in advance from calendar year 1994 on the basis of ammal disbursement estimatesprepared by Government and reviewed with e Bank by October I of thae preceding year.(Iine disbursement estimate given in AnM A421 will be adopted for 1994).

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Table 3: riec Einancing(US$million)

Local Foreign 7thal

Funds RetuiW

DUR 26.6 58.1 84.7MOTC J0 iJ .12

TOTAL REQuntEMENTS 0L§

Sources of Funds

IDA 16.2 60.0 76.26000 11.4 .. 4 11.4

TOTAL SOURCES §§5

4.40 In addition to this investment allocation ovmme weed to: (a) increase the annlallocation for road maintenance in line with the allocation schedule below; and (b) provide thefumds quarterly in advance; these allocations are to be made from the road find and centralbudget.

Table 4: AllQgoio Schedule

US$ million equivalent

1994 1995 1996 1997 1998

Annual Allocation, Periodic Maintenance 5.2 6.2 7.2 8.2 9.2

Anmu Allocation, Routine Maintenance 2.0 2.2 2.5 2.6 2.7

Equivalent Combined Allocation per Quarter 2.5 2.8 3.1 3.2 3.3

G. Procument

4.41 Procurement arrangements for the project are summaized in Table 5 below. A moredetailed description of the procurement arrangements, which includes the number of contrcsto be awarded, is given in Annex420.

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Table 5: Summary f Proposed Procurement Arrangements(US $ million equivalent)

Procurement Method

Project Blement ICB LCB OTHER N.B.P. Total Cost

1. Works contas for intructe 51.60 23.53 7S.13reablliulion and pilot bi paths. (43.96) (20.32) (64.28)

2. Supply of goods - equipment and 2.17 0.57 1.01 3.75vehicles for institudonal (1.88) (0.49) (0.88) (3.25)strengthening.

3. Technial asstnce- 8.68 8.68consubnoies and trauiing for poloy (8.68) (8.68)suppOrt, project prepation andimplementation, and insutionaldevelopment.

TOTAL PROJECT 53.77 24.10 9.69 87.56(45.84) (20.80) (9.56) (76.21)

4.42 More than 95% by value of procurement will be managed by DUR. As well asmanaging the procurement activities for which they are directly responsible they will alsocoordinate and manage the procurement of road maintenance equipment for the DRUs.MOTC will manage their own procurement and will also coordinate the procurement of goodsand technical assistance on behalf of VELD, BRRI, MTU, MLG and TCP and technicalassistance for the MMAs. Both DUR and MOTC are familiar with Bank procurementprocedures through their involvement in past and ongoing urban and transport sector projects.Goods and civil works contracts financed by IDA will be carried out in accordance with IDAprocurement guidelines.

4.43 Contacts for civil works estimated to cost individually more than $1.5 million and forgoods, more than $200,000, will be procured through ICB. Eligible domestic contractorswho bid for civil works under ICB will receive a 7 1/2 percent preference in bid evaluation.Eligible domestic manufacturers who bid for goods contracts under ICB will receive apreference of 15% of the CIF bid price, or customs duties and taxes, whichever is the lower.Civil works contracts estimated to cost less than $1.5 million and goods up to an aggregateamount equivalent to US$570,000 will be procured by LCB procedures which require: localadvertising, public opening, clearly stated evaluation criteria, and contracts awarded to ihelowest evaluated responsive bidder. Foreign bidders are permitted to participate in LCB.The first LCB document will be reviewed by the Bank before it is released to bidders. It isanticipated that there will be eleven ICB contracts ranging in value from US$1.5 million toUS$16 million with a total aggregate value of US$53.77 million. The ICB contracts wilinclude fte large road rehabilitation works and the traffic management improvements, whichwill involve the supply and installation of specialized signalling equipment. Around 23 LCBworks contracts are planned, valued individually under US$1.5 million with an aggregate limitof $24.10 million. These relatively simple works contracts which include the accessimprovrements, lorry park and bus terminal rehablitation and pilot bike paths will be carriedout in the five project cities and will be implemented over the whole project period in order to

22

spread both the worldoad and the financial burden on the Government (see the ImpletationSchedule, Annex 41 for details). Because of their size and dispsal around the country,they are unlikely to be of interest to contractors based outside of Ghana, though foreiglcontracts will be permitted to bid if they so wish. Experience on previous projects confirmsthat there are sufficient competent local contractors to provide effective competition for theseworks. Five LCB contracts for goods with an aggregate limit of $570,000 are planned.Goods valued at less than US$100,000 per contract, up to an aggregate value of US$650,000will be procured by prudent shopping based on at least three quotations. lTis will apply toaround 9 contracts for the supply of a small number of vehicles, computers and office storagesystems for 7 different organizations. As the agencies will require inputs at different timese.g. to coincide with technical assistance inputs and to implement the recommendations ofstudies, it is not considered feasible to group them. Where feasible, goods under prudentshopping will be procured from the Inter Agency Procurement Service Office (IAPSO) ofUNDP located in Copenhagen. Any other procedure will have to be based on demonstratedadvantage to the client in terms of cost. Spare parts and accessories, which are of proprietarynature, may be purchased, with IDA's prior agreement, under directly negotiated contractsfrom original manufacturers/suppliers or their authorized agents, up to an aggregate value ofUS$350,000.

4.44 Consultancy contracts of estimated value US$4.8 million will be awarded. These willprovide around 790 person months of input, 169 months and 621 months from internationaland local consultants respectively. Of the total, 142 months are required for studies, 90months for design, 22 months for management assistance and 545 months for supervision (see

Anne4 for details). Local consultants have the capability and experience to handle mostengineering studies and the design and supervision of the access road, lorry park and busterminal rehabilitation and NMT path works. However, international consultants are requiredto assist with transport policy development and to supervise the large road rehabilitationcontracts. ernent ageed that: (a) consultants will be selected following Bank guidelinesfor the selection of consultants; and () Bank's Sample Bidding Documents, Letter ofInvitation, and Sample Consultant's Contract suitably modified, will be used for works, goodsand consultancy contracu. Procurement docu n and arrangements for each consutantcontract amounting to US$100,000 or more will be subject to prior review by IDA.However, this exceDtion to prior Bank review or approval requirements shall not apply to theterms of reference for all contracts nor to the employment of individuals, to single-sourcehiring of firms, to assignments of a critical nature as reasonably determined by IDA, and toamendments of contracts raising the contract value to IUS$100,000 equivalent or above.

4.45 Civil works contracts above a threshold of US$1 million and goods contracts aboveUS$200,000, will be subject to the Bank's prior review; this will cover about 95% by valueof such procurement. Prequalification of contors will be carried out for all ICB contractsin excess of US$10 million. Procurement activities will be closely monitored againstperformance indicators (see para 4.50 and Annex2). Progress will be reviewed monhlyby the Resident Mission's infrastructure staff, during supervision missions and via quarterlyreports prepared by DUR and MOTC. Procurement delays have been a problem on previousprojects but improvements are expected following Government's action in September 1992 tostreamline procedures and the increase in manpower resources supporting infrastructureprojects at the Resident Mission since February 1993.

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4.46 Ihe proposed credit of US$76.2 million equivalent h expected to be disbursed over apedod of five and a balf years with completion being acbieved by December 31, 1998. Iheestinated disbursement schedule, which is given in Table 6 below (see .=m-4 21 for moredetails), assumes slightly faster disbursement than represented by the standard profile fordisbursemens on transport projects in Ghana. Improved disbursement is expected becaseDUR are experienced In Bank procurement and detailed design and tender documents will beavailable for around US$46 million of civil works by June 1993.

Table 6: Difutrsements

IDA AmountCategory (USSm) % of Bxediu to be FImancd

1. DUR - Road Rehabion, Taffic ManagementImprovemets, Trnsport Tonrnal Rehabilaton,Access Roads to Low-come hrean, and NLotNMV Palbs

(a) OI Civil Wors - Road Rdeabilitation, 43.94 100% foreign exp ursTrafti Management Improements 55% lodcalexeditureand NMT Paths.

(ii) Civil Works - Rehabilitation of 13.17 100% reign exendtuLorry Pa*s, and Bus Temins and 55% local expdituresConstruction of Aocoss Roads toLow Income Areas

(b) Equipment and Vehicles 2.07 100% foreign exnitur55% local expeAndiue

(c) Consultant' Soervics and amining 6.91 100% of total expenditures

(d) Incmental Operating Costa for DUR 0.05 100% of total exendiure

H. MOTC - Polic, mplemenati andInsitional Support

(a) Civil Work 0.06 100% foreign exediures55% loc al epeditures

(b) Equipment and Veils 0.85 100% forein expeiur55% loca exenditur

(a) Consultants' Services and Taning 1.58 100% of totalependitures

(d) Inreental Operatig Costs for UTU 0.05 100% of total expndiure

m. Refund of PPF Advwa 0.25

IV. Unalocd 7.38

TOTAL 76.21

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4.47 Two special acoounu, one operated by DUR and the other by UTU, will be set up inbanks acceptable to the Association to facilitate disbursements for project expenditures. In thecase of DUR, the special account will be operated by the same staff who competentlymanaged similar accounts for the ADIRP and Priority Works Projects. The UTU will besupported by staff and consutants of MOTC's Planning and Implementaion Division who arecurrety handling the TRP-I and TRP-I accounts. The accounts will be given an authorizedallocation of $1.5 million and $0.3 million respectively, sufficient to cover etimated eligibledisbursements over four months. Replenishment should be made on a monthly babis providedthat the amount is at least for US$300,000. All replenishments are to be fully documentedexcept for contracts for civil works valued that the amount is at least for US$300,000 in thecase of DUR and US$50,000 for UTU, which are to be claimed on the basis of Statements ofExpenditure (SOEs). Documentation supporting the SOEs will be retained by theImplementation agency and made available for review by IDA supervision missions and theexternal auditors.

I. Accounting and Auditing

4.48 DUR and MOTC will maintain accounts for their respective components. Bothorganiztions bave already established appropriate accounting systems and auditingarrangements under previous projects, and these arrangements are considered satisfactory forthis project. With respect to the amount withdrawn on the basis of SOEs, each agency willprepare and maintain records such as contracts, invoices, and evidence of payments readilyavailable for inspection. Gvorment aged to project accounts being audited by independentauditors acceptable to IDA and audited financial statements (ong audits with managementletter), acceptable to IDA, being submitted to IDA within six months of the close of eachftinancial year. SpecilW Accounts and SOEs will be included in the audit and specificallyaddressed in the Audit Report.

J. Reporting and Monitoring

4.49 Govenment have agre to a project launch workshop and mid-term review. Theproject launch workshop will be held in Accra around October 1993, shortly after the projectbecomes effective. The Bank will be represented by engineering, financial, transport, trainingand procurement specialists and all organizations benefitting from the project wiUl be invitedto attend. An implementation manual will be prepared for the workshop and distributed to allparticipating organizations. During the course of implementation the project will besuperised by Bank headquaters staff in accordance with the supervision plan in Annex 4-22.Ihis will be supplemented by monthly reviews of progress carried out by Resident Missionstaff. A mid-term review involving the Association and the various Governmentimplemening agencies will be carried out not later than April 30, 1996, to evaluate andassess: (a) overall progress made in project implemention; 0) the performance of DUR andMOTC as executing agencies; (c) the adequacy of the Borrower's counterpart funding as wellas actual expenditures for maintenance; (d) progress with studies and implementation ofrecommended action plans arising from them; (e) progress with the design and implementAionof the maimenance management system; (f) performance of the improved management of, and

25

cost recovery from, the lorry parks and bus terminals; and (g) the need for redesign and/orrestructuring of project components. The mid-term review will also assess the results andrecmmendations of completed and ongoing technical assistance and training programs.Government agred to the preparation by DUR and MOTC of ruAs covering the abovematers, the reports to be submitted to the Bank 60 days before the review.

4.50 Govament aged to provide quarterly progress reports covering all projectcomponents, the reports to be prepared by each implementing agency and sent to IDA withinone month after the end of each quarter. These reports will cover the status of: procurementand disbursement, commitments made under the project, progress on civil works, supply ofgoods, technical studies, institutional accomplishments, sub-sector related issues, counterpartfunding allocations and maintenance expenditure (para 4.40); and progress achieved againstagreed performance indicators of project implementation and indicators of project impact(detailed in Annex 4-2 on which Govemment agment was obtained at ReWadon. Themain purpose of the reports will be to provide managers timely and updated information onthe technical and financial performance of the project components, highlighting issues andproblem areas, recommending remedial actions as well as presenting action plans and financialprojections for the upcoming quarter. Each implementing agency will also prepare a projectcompletion report for their component and sent to the Association no later than three monthsafter the close of the credit.

V. DENEmM, lSAM AND RIM

A. 1MagaI l ulsiation

5.1 lTe project is designed to improve the efficiency and increase the capacity and safetyof urban public transport and road network operations in Ghana. It will reduce traffic conges-ton and de"':y in urban areas by better organizing and controlling the flow of buses, othermotor vehicles and non-motorized transport. It will increase urban travel speeds and improveaccess and circulation, which reduce passenger and freight transport costs and improve theperformance of the urban economy.

5.2 A broad cross-section of Ghana's population will benefit fom improvements in urbantransport. In particular, many of the urban poor concentrated in the largest cities will benefitfrom improved transport to markets and mai roads. This will result in increased mobilityand better access to job opportunities brought about by improved bus sarvices, saferpedestrian pathways, and increased bicycle usage. During the implementation period,construction and service employment will be created for residents in the area.

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B. Economic and Other Benefits

Introduction

5.3 The economic analyses are descrbed in greater detail and cost/benefit and sensitvityanalysis tables for the road rehabilitation and traffic management improvement components inAccra and Sekondifrakoradi for which costs and benefits can be quantified are incorporated inAnnex 51. Full details of the analysis are in the project file.

Economic Costs

5.4 The economic costs of the project include the investment costs consisting of finaldesign, construction, supervision and physical contingencies (ess price escalation, taxes andduties). The costs of routine and periodic maintenance associated with the project roads havebeen included in the economic analysis. Each of the 15 road sub-projects were costedseparately and then agegated to arrive at total costs for the Accra and Sekondifrakoradiroad rehabilitation components.

Economic Benefits

5.5 The economic benefits of the road rehabilitation works and related traffic managementimprovements in Accra and Sekondi/Takoradi which account for 56% by value of projectcosts can be quantified in monetary terms. Additional location specific traffic managementimprovements in Accra, SekondilTakoradi, Tema, Kumasi and Tamale were analyzedseparately. The other components that will contribute to improving urban transport, but forwhich benefits could not be readily quantified include the pilot non-motorized transportprogram, road maintenace magement assistance, and technical assistance and traiing.The forecst economic rates of return for the project are described below, together with adiscussion of the other benefits that are expected to arise as a result of the implementation ofeach component.

Urban Road Rehabiltation

5.6 The primary economic benefits of rehabilitating urban roads will be derived fromsavings in vehicle operating costs. These benefits will arise as a reslt of smoother and moreregular road surfaces that will produce reductions in the conmption of fuel, spare parts andother vehicle opeting costs. Improved road surfaces will also allow for higher vehiclespeeds, which will reduce time-related transport costs for both passengers and freight on theproject roads. However, only those benefits associated with vehicle operating cost savings onthe project roads were considered in the calculation of an overall ERR of 29% for the roadrehabilitation component as presented in Table 7.

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Table 7: Economic Analysis - SUMMy of Economic Reurnsfor Accra and Sekondi/Takoradi Road Reilitation and

Traffic Management Improvements

Road & Traffic Management Economic ReturnSub-Projects RR, %)

ACCRA

A. Nkrimab/K. Thnompson 25%B. Casde/Adamsa 23%C. LiberWGraphic 18%D. Kinbu Road 10%E. Selwyn Market Street 22%F. Derby Avenue 12%G. Graphic Road 33%H. Barnes Road 32%

Sub-Total 23%

TAKORADI

TA. Market Circle 19%TC. Cape Coast 11%TD. Liberation 26%TF. John Sarbah 45%TG. Oheneba Mensah 36%TH. Axim 60%TI. Sekondi 70%

Sub-Total 39%

TOTAL 29%

Notes: Excludes time savings benefits.

5.7 The urban road rehabilitation and access improvements to low income areas andmarkets will provide health, social and environmental benefits to the 1.5 million residents ofAccra. The resurfacing of arterial roads will improve pedestrian safety and access, andincrease the commercial atractiveness of adjacent shops and busiess establishments. Thiswil benefft a number of businesses in central Accra as weol as residents living in the area.Inproved road surfaces will allow for better control of storm water drainage, which reducestanding water on the streets during.the rainy season and eliminate much of the ambient dustduring the dry season. Improved drainage will also reduce the exposure of nearby residentsto water-borne disease.

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Tac Management

5.8 The benefits arising from the traffic management improvements related to the urbanroad rebabilitation components in Accra and Sekondi/Takoradi have been included in theanalysis of those components. Additional improvements in traffic management at otherlocations in the five project cities, such as the signalization of intersections, constuction ofbus terminals, and traffic safety measures will produce savings in congestion costs as a resultof more orderly traffic flow and increased vehicle speeds. Congestion costs include thevehicle operating costs associated with stop and go urban traffic cycles, primarily the veryhigh consumption of fuel and tires, and passenger delay costs. Consultant studies I/ ofselected intersections found approach speeds so low and delays so great that meaningfulcapacity analysis was not possible. Thus, the proposed improvements in the design andoperation of the intersections are expected to increase speeds and reduce travel delaysignificantly. Experience with similar traffic management and control projects in otherdeveloping countries indicates economic returns in the range of 3050%.

5.9 Since traffic flows will be better organized through the implementation of signalcontrol at major intersections and improved channelization at the approaches to theseitersections, traffic safety hazards will be reduced. Signalization at the intersectios wilprovide protected pedestrian crossing phases, which wfll reduce pedestrian-vehicle eonflicts.This will reduce the injuries, fatalities, property damage and economic losses related to trafficaccidents. The rehabilitation of lorry parks and bus terminas and improvements on theirmanagement will increase bus speeds by reducing the turnaround time at the end of busroutes. This will allow bus operators to make more trips and reduce operating andmaintenance costs. Passengers will benefit from travel time savings and access to morefrequent bus services.

Non-Motorized Tranport Paths - Pilot Program

5.10 This project component is a pilot program to promote and encourage the use of non-motorized transport, primarily bicycles, in Accra. The paths, or in some cases demarcatedlanes, will enable bicyclists to ride in safety without obstructing vehicular traffic. The mainbeneficiaries will be low and middle income residents who currently either walk or travel bybus. As well as these direct user benefits, increased bicycle use will be environmentallybeneficial by reducing air and noise pollution and fuel consumption and it will also generateemployment through small scale sales, service and repair businesses. A meaningl economicanalysis cannot be carried out because of the difficulty in predicting future usage and inquantifying the benefits to the users. However, annual surveys will be carried out after thepaths have been constucted to measure usage and to estimate the savings that are accruing tocyclists so that ex-post analyses can be undertaken.

l/Mott MacDonald International, Ltd. and Watertech Engineers, Road an Drainft"habiation in Acemag Urban 11 Project, Detailed Design Report, September, 1991.

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C. Slitlits ^1fl

5.11 Sensitivity analyses were conducted to determine the effects of deferred maintenanceedelayed implementation, increased costs and reduced benefits. The results are summarized inTable 8 below and are given In greater detail in Anmex S-1. These analyses indicate that theproject is economically robust; ERR's would remain above the acceptable rate of 12% forcost increases up to 85% and for decreases in benefits up to 50%. Deferring routinemaintenance would, however, significandy reduce the ERR.

Table 8: Economic Analis - Summary of Sensitivity T=stsAll Accra and Takoradi Road Sub-Projects

Economic ReturnRoad Sub-Projects (ERR, %)

Base Cost 29%

TEST

1. No Overlay, Continued Routine Maintenance 28%2. Deferment of Periodic and Routine Maintenance 20%1'3. 1 Year Delay in Implementation 19%4. Costs 10% Higher and Benefits 20% Lower 19%5. 85% Increase in Costs Alone 12%6. 50% D mcre in Benefits Alone 12%

Notes: Excludes time savings benefits.

[I Based on Barnes Road (ERR reduces from 32% to 20%).

D. inmental Imac

5.12 Overall this project will have a positive impact upon the urban environment. Theimprovements include:

(a) Better traffic management which should result in less traffic congestion with anet reduction in motor vehicle emissions;

(b) Safer conditions for many, particularly the poor, following the provision offootways for pedestrians and paths for non motorized vehicles;

(c) Smaller volumes of dust generated by motor vehicles following the surfacingof roads in low income areas and public transport terminals; and

(d) Improved public health conditions at public transport terminals through theprovision of properly designed toilet and restaurant facilities. Public health

30

will be improved generally trough the replacement of existing open dri byburied pipes on rehabilitated roads.

5.13 As this is a rehablitationproject with the works confined to existing rights of way or,in the case of lorry parks and bus terminalst exising boundaries, there wil be no significantimpa on adjac. t proprty. Environmental assessment repors on the Accra andSekondiTrakoradi Road Rehabilitation components have been reviewed by the Bank and areacceptable. No residential properties will be demolished and no resetlement is required.Some mature trees alongside the project roads will be lost but provision has been made in theworsm contr for planting new trees and including shrubs in the road medians. Noise levesand dust generation will be a problem during construction but the effects will be mitigated byliiting night working and frequent dousing of exposed surfaces. Quarries from whichconstruction material will be excavated will be left in a condition which minimies the chanceof subsequent ersion. The mitigation measures are described in greater detaU in Anneucx .En ironment assessments will be made of the lorry park and bus temia rilitationwors and access roads to low income areas when detaied designs have been completed.Govenunenhas ageed that disbursement on these components will be conditional onsubmission of environmeal assessment reports and adoption of necessary mitigationmeasures that are acceptable to the Bank. Financial provision has been made in the project toenable consultants to be hired for this purpose and also to monitor and evaluate the mitigationmeases for all project components.

E.

5.14 lhis project will bring significant beneflts to the urban poor. 'Direct benefits willaise from the following components:

(a) pedestrian facilities - this will provide safer conditions in the city centers ofAccra and SekondiTakoradi;

(O) NMV paths - the paths connecting low and middle-income areas to the citycenter will provide a low-cost alternative means of transport. The pathsimproving access to markets wi1l benefit the market traders, most of whomare women eanig a subsistence income;

(c) paved access roads to selected low income areas - this wfll Improve mobiltyand lower transort costs by reducing the operaing and maintece costs ofpublic transport to these areas; and

(d) rehabilitated public transport terminals - this will provide safer more sniayconditions with improved amenities.

S.15 Indirect benefits are expected to arise from the lower costs of opeaing publictransport vehicles on rehabilitated, less congested roads. As entry to the public transotmarka is unresicted and fares are deregulated these savigs should be reected in lowerfars and better quality vehicles.

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F. Riloa

S.16 The main rlsks and the measures to be taken under the poject to mitigate them are:

(a) securing timely counterpart funding from the Government - account has beentaken of the Govment's existing commitments and the project sized andphased to suit. The rart finding requirement for ths projet In 1994represents less than 3% of Governments planned expenditure on highways;

(b) sustaining the funding of road maintenance - Q ment aet atggoatiom to increase expenditures on urban road maintenance from $7.2

million in 1994 to $11.9 milion in 1998 with fiunds to be allocated from theroad fund and central budget. Existing levels of venue accruing to the roadfund are sufficient for this to be achieved (see para 3.23);

(c) the difficulty of establishing effective coordination in the development andimplementation of policy amongst so many separate orgaizations, most ofwich are inadequaely funded and have insufficient trained personnel - theproject will seek to strengthen key organizations and foster coordinationrough the newly established Urb Transport Unit and provision of technical

assistnce and taining. Imlementation of the project itself should not be amajor problem as both DUR and MOTC are familar with Bank proceduresfmm their participation in previous projects;

(d) effective and sustained enforcement of traffic, regulations without which muchof the reductions in congestion secured through infiructure rehabilitationand traffic management improvements will be lost - public awareness wil beincreased through a major road safety/better driving campaign timed toconcide with completion of the infrastructure works and the Motor TrafficUnit will be provided with additional vehicles, equipment and trainig toincrease their effectiveness;

(e) difficulty in gaining acceptance from the opeators for improved managementof the public transport terminals - the operaton wBI be repreented on theUrban Transport Coordination Technical Committee and will be invited tocontribute to, and paricipate in, the drafting of new management procedureswhich will be designed to benefit them as well as the travelling public; and

(f) deays in inplementtion - this has been a problem in previous projects In theurban and transport sectors. However, the MEEP issued a directive inSepmber 1992 streamlining prcuent procedures, which have been amajor cause of delay, and detailed desig and the preparation of tenderdocuments for the major project components wil be available by June 1993.We therefore consider that the projected implementation schedule included InAmex418 can be achieved.

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VI. AGREEMETS TO BE REACHED AND RECOMDA

A. Agrements

6.1 In addition to standard covenants Government agreed on the following at negotiatons:

(a) (i) DUR and MOTC to open separate project accounts; and (ii) the counterpartfunds to be deposited quarterly in advance on the basis of annual disbursementestimates prepared by the Borrower and reviewed with the Bank by October Iof the preceding year (the disbursement estimate given in A ml A21 to beadopted for 1994) (para 4.39);

(b) Provision of increased allocations to DUR from the road fund and centralbudget for all maintenance works on urban roads, these funds to be providedto DUR at the beginning of each quarter (paras 3.24 and 4.40);

(c) Complete a policy study by April 30, 1994 of means to improve themanagement of, and recover costs from, iorry parks and bus terminals. Acost recovery plan shall be agreed with the Association as a precondition tosigning the rehabilitation contracts for the facilities (para 3.25 and AiMA 4M

(d) Complete studies on the following by the dates indicated:

(D) an organization and management study of DUR by D)ecember 31,1994 (para 4.25 and Annex 4-12);

(,i) the regulatory options for improving the quality and quantity of publictransport by September 30, 1994 (para 3.21 and AMx &I); and

(iii) means of improving accident reportng by the MTU and anaysis ofthe data by the BRRI by June 30, 1994 (para 4.15).

(e) Add one transport planner or economist to the UTU per year between 1994and 1997 (three years) to give a total professional staff of six by 1997 (para4.23);

(t) Design and implement a Maintenance Management System, which will includea review of the implications of contracting out all maintevnace works andtraining needs for the project period, the design to be completed by March 31,1995 and implementation commenced by July 31, 1995 (para 4.29);

(g) Recruit an Urban Transport Advisor for UTU, and a Municipal Engieer forDUR by Jamnary 1, 1994, and a Road Safety Advisor for UTU by April 1,1994 (paras 4.23, 4.24 and 4.28);

33

(b) Design and implement a road safety program aimed particularly at pedestiaand cyclists, the design to be completed by September 30, 1994 andimplementation commenced by January 1, 1995 (para 4.16);

(i) DUR will continue to contract out at lest 80% by value of all maintenanceworks (pan 4.18);

(j) Provision of detailed training programs for DUR, MOTC and MLG by March31, 1994 for 1994 and programs for subsequent years by December I of thepreceding year (jara 4.30);

(k) Implementation performance and project impact will be monitored against theindicators set down In Am,23 (para 4.50);

(I) A mid-term review involving the Association and the various Governmentagencies involved in implementation will be carried out not later than April30, 1996, to evaluate and assess: (i) overall progress made in projectimplementation; (ii) the performance of DUR and MOTC as executingagencies; (iii) the adequacy of the Borrower's counterpart funding as well asactual expenditu for maintenance; (iv) progress with the studies listed at (d)above and design and implementation of the maintenance management system;(v) performance of the improved management of, and cost recovery from, thelorry parls and bus terminals; and (vi) the need for redesign and/orrestructring of project components. Tbe mid-term review will also assess theresults and recommendations of completed and ongoing technical assistance,and training programs. DUR and MOTC to submit reports covering theabove matters 60 days befbre the review (para 4.49);

(in) Consultants for engineering designs, civil works contract supervision, studiesand training will be selected following Bank guidelines for selection ofconsultants; and Sample Bidding Documents, Letter of Invitation and SampleConsultant Contract suitably modified will be used for engaging contractorsand consultants (para 4.44);

(n) DUR and MOTC will prepare and fiunish to the Association quarterlyreports. The reports will cover the status of. procurement and disbursement,commitments made un - de project, progress on civil works, supply ofgoods, studies, institutional accomplishments, sub-sector related issues,counterpart funding allocations and maitenance expenditure (parm 4.50); and

(o) Auditors will be retained to prepare audit reports, which would include amanagement letter, on the special and project accounts and SOEs operated andprepared by DUR and MOTC (para 4.48).

6.2 Govenment has agreed to the following Conditions of Credit Effectiveness:

(a) recruitment of a ContraCt Management Specialist for DUR (para 4.28);

34

@) employment of utility contractors for the relocation of public utility services inthe roads to be rehabilitated in Accra and prequalificaion of contractots to bidfor the road rehabilitation works In Accra and SekonditTakoradi (pa 4.34);and

(c) payment of initial deposits of US$662,000 equivalen and US$13,000,respectively Into project accounts opened by DUR and MOTC asGovernment's counterpart contribution to the fhancing of the project forcalendar year 1993 (par 4.39).

6.3 Govemment agreed that submission of enviromnental assessment reports and theadoption of necessary mitigation measures that are satisfactory to the Bank would be acondition of disbursement for the rehabilitation of lorry parks and bus teminals and theconsuction of access roads to low income areas (para 5.13).

B. Rommendat

6.4 Subject to having reached agreement on the above, the Urban Transport Project issuitable for an IDA credit of SDR 55 (US$76.2 million equivalent) to tho Republic of Ghana.

35

Page 1 of 5

REPUBIUC OF GHANA

URBAN TRANSPORT PROJECT

St_dau of DUR and die Dktdc Rod Unts (DRUS)

DUR and DRUs

1. Until 1987, responsibility for the maintenance of city roads was left entirely in thehands of the thea Muicipal/City councils and ihe Ghana Highway Authority. The neglect ofthe urban road network during these years due to GHAs preoccupation with the national trunkroad network and the lack of attention from the city councils juslfid the establishment ofDUR. With support from previous Bank projects, namely ADRP, PWP and URBAN U, thedepartment has been strengthened to focus on the needs of the urban roads sector. While theHead Office of DUR develops into a policy, advisory, testing and centra support unit, theDistrict Road Units e being established in the cities to oversee road maintenance activities inthese cities. The intention Is that once established and sufficiently strenghened under DURsjurisdiction, the DRUs would be placed under the Municipal Authority's jurisdiction as hasbeen the case in Accra.

Organizeain and Staffing

2. The Department of Urban Roads currently employs about 550 oaff membersdistrbuted in the four existing metropolitan roads units and the head office located In Accra.DUR operates under the Ministry of Roads and Highways, alongside the Ghana HighwayAuthrt and the Department of Feeder Roads. DUR's basic structre comprises a HeadOffice located in Accra, headed by a Director who reports to the Minister for Roads andHighways. Road units in each of the cities have direct responsibility for road maintenace inthe cities and report to the Director at the head office through the Metropolitan RoadsEngineer of the city.

36 AAmex 3-1

Page 2 of S

DUR Staff Distiibution

Number

HeadStaff OffiaO Acr Kuasi Sekondi Tean Tamale Tol

ngnrM 21 3 2 1 1 - 28

Road Overseem & Foremen 11 58 17 11 12 - 109

Aisns - 47 17 17 6 * 87

Laboes 2 62 98 23 24 - 209

MaChiao Opeaon & Dnive 4 31 8 4 8 - SS

SuppOt Staff (incing Admi) 5 36 8 8 5 - 62

TOTAL 43 237 1SO 64 56 - SSO

3. DURS organizational structure is shown in attachment 1. 'he structure is in itselffctional and adequate but has several of the positions either vacant or held in actingpositions. Attachment 2 also shows the proposed organizational structure of the District roadunis.

4. The Departments total staff strength of 550 is less than the positions assigned. Theorgawiation and management study described in Annex 413 will make reconion onthe optmum size and staffing level of DUR and the DRUs and on the desirable skill mixrequired. The table below compares DURs estimated staff requretient with levels currentlyavailable.

EsabUshedCiy Pbsitions 1991 Level 1992 Level

Read Office 83 37 49

Accra Roads Unit 417 256 234

Kumasi Roads Unit 201 177 148

Sekondi Roads Unit 95 69 64

TemaRoads Unit 83 74 55

TOTAL 879 613 550

37 37 ~~~~~~~Anntex 3-1

Page 3 of 5

Office Space and Facilides

S. n recognition of the growing responsibility of the Department, previous BankProjects have provided support to strengthen the organization. Development of the workforcethrough various training progms ad the improvement of workplace is critical for effcientperfrmance. Tho proJect will therefore provide additional office space, office equipment andtraining for all categories of staff.

6. The entire head office staff of about 43 professionals and support staff has only 160sq.m of floor space. ITe Department has Initiated the construction of a new office block tohouse head office staff, leaving the present premise for the exclusive use of AMRU. Fundshave been allocated In the project to support the office extension program, including officeequipment and vehicles as follows:

Depatnent of Uan RoadsRoads Unit Ognizaton

101~~~~*

.Tafi Enln IMEgw

Plant Sto""odao

Department of Urban RoadsHead Office Organization

Re"hrbn rasprtEgieein Khwysn

Dire EngneeingMangemnt a AulStio

lODetateons Fetnce & Adm.

10,~~~ |D_ UWAN O I 1 I

I~~~~~~~~~~

ccra|EngeUrban Transport _Engi Cotg o naondnd. . | - Road Ststi Design Drainate l:lesin !

A_nt~~~ =taa Unit|all

| Enoireritw | |costcoAccountTraffic| Surveyi

way~~~~~~~~~~~u

40 Annex3-2REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

AearA JAuewo * Afedll Stred P - Roads Reqsft*g Rehabkaox

ESTIMATED BASELENGTH COST JAN. 1993

REF. NAME (knm) DESCRIPIION ERR% (S MILLION)

I Nsawam Road (K. 4.90 Key north/south arterial 27 20.00N lrmah Circle to widened to 2x2 laneNeoplan Station dual carriageway.

J Newtom Road 4.20 North/south 2 lane 69 5.28(Nawam Road to arterial.Achimota Road)

K Aboseyy-Okal Road 1.85 Northlsouth 3 lane 55 2.35(Ring Road West to arterial. PavementHans Road) strengthening of existing

road. An alternativeproposal on a NEWalignment will costmuch more.

L Asafots-Nettey Road 0.89 Two lane east/west road 34 0.84(Hansen Road to Pagan in city center.Road)

M Zion Street (Ring Road 1.44 Key east/west arterial to - 1.15West to Asfoatse west of city center partRoad) 2 lane and part 4 lane.

N Ring Road (Obetsebi 5.55 Main easti xest corridor 59 13.69Lmptey Circle to La round city center.Road) Strengthening of

existing 2x2 lane road.Cost esflme does notimnlude for flyovers atmain inteections.

0 Cantoments Road 1.88 East/west arteria 64 2.54(Danqah Cirde to La linkdng the easternRoad) suburbs.

P Lokko Road (Sir C. 0.70 Two lane east/west link 27 0.85Quist to Cantonments between CantonmentsRoad) Roads and Kinbu Road.

Q La Road (Ring Road to 3.15 Key artedallnking the 5S 4.19Casdo l)Dve) city center to the east of

the city and Tema.

Base Cost Sub-Total 50.89Physical Contingency 10% 10

TOTAL 56.96

41

REPUICC OF GHANA

UBAN TRANSPORT PROJUT

Ba4ekt"~ Ailctloens for On Highwj Sedir

Iauit for Re* ad Highww19.93-94

(in mnilons)

2 1993 1994

Codi USS Codi USS Coi USS

Uirban Roand

Urban U 1,690 3.8 2,S 4.3 2,418 4.4Aca city 3,000 6.8 3,000 5.7 3,OOb 5.4Peiodic Man 2,200 5.0 2,969 5.6 5,43S 9.8Kanda HiWbway 10 0.0 365 0.7 490 0.9

Subtoed AM MA La i6 1LM13,534 30.6 16,193 30.7 14,85O 26.9

36,292 82.1 53,309 101.0 63,932 115.8

TOTAL 56,726 128.3 78,111 147* 90,15 163.3

_ -- U42 MI4ha£ uNISTRY OP PI AND

.~~~~~~~~~~~~~0 30X bdIDA~/ A0.6 CR

r ...... ~~~~~~~~~~~~~~~~~~~~............. O....

Dear Mr. Preston,

URN SBASP4J_ PROJEC;t20, rRirl TRDANLKitIPORT P0LZCY

Wa have boen working with your staff to prepare an Urban TransportProjoct for Ghana. To placo this project in theh correct policy context,and in advance of its preoentation to the 8ard, wy are vriting to informthe International Development Association (IDA) of the nlitatives whichhave already boen lmpl.emeted to S3prove the mauagemenc and performanceof urban transport tn Ghant and the reforms which will be isplamented duriugthe course of this project.

2. Rore efficient trasport syseems within the cities and other urbantowns have been vieed a 4:itlcal to the eucceas of the tconomic RecoveryProgramm (ERP). which has been impleentc id with the support of the WorldB# and the nF,. Curreatly, about one-, aird of the total population live4>urbau areas with about 202 living ir ;he five atin cities of Accra,Kusissi, Sakondi/Takoradi, Tesa and Tssa.e. The cictes continue co growmore rapidly than the overall population (the rate of growth of the urbanares was 3.51 between 1970 and 1984 compared to the overall populationgrowth of 2.6-3.01). Meanwhile, the number of licenseod vehicles in Ghanahaa Inc:ased, tram 32,000 in 1984, ac the *tart of the EUP r 109,000 in199t. The inevitable result of these two trcuds La lncreasig trafficcopgse$ton which in Acera IaL already reached serious proportions withvary obvious economc and social consequeness for all those who live andwork in the city.

3. The 2iportance of transpOrt to cb couctry is also reflsected i theportfolio of projects which have bean supported by IDA. Since 1984, thesel ave included two Transport RhbobiLtation ProJects (TRP-1 and W-Z),a"d the National Feeder Roads Rehabilitation and Kaincenanco Proj cc. *In

tha citios, the level of investment has also been important with an aceraDistrict Road Rehabilitation Project (ADRP) nd the Urban IT Project. Inaddition, the Priority Works Projoct (PW?) provided finance for tho rehabili-tation of selected urban infrastructure.

4. The two urban projects end the PW? provided some finance for the rehabi-Utatior of urban roats and have provided aseiscance to etregthen theijstitutions thtc are reaponsible for tho management of roads and transportin the cities. 8Swover, none of those projects has directly foc4sosd uponChe policy and inticutional reforms required to promote lsproved urbantransport. The proposed Urban Transport ProJect will allow the Governmentto address thes issues more directly.

5. In 1991, based on au "ItiaL report by the DepaStmet of Utbn Reads,the GoVemrment commisionMd consultants to prepare an rbans tansport PoUcyAction Program. The objectives wvers follvoe

a) to develop an LlxtitutLoWl frameot for tbe coordInatiou ofurbsa trnsport policy in Ghana;

b) to develop an urban transport policy which fousoe on key issuein urban transport; and

c) to Identify and davelop the pricipal outlines of an urban transportaction program suitable for funding bq muitUetrgal a"n bilatera4agSeaies.

43

6. The consultant's report was discussed at a uational seminar organiszedby the Ministry of Traasport and Comunications (ZOTC) in May 1992, attendedby all public and private sector organisecions involved in urban transport.ItC L the agreesents reached at that seminar which provided the basis ofthis leter.

Institutioas

J. In Ghana the primary reponsibility for the sotting of urban trnsportpolicy in hold by the Ministry of Transport and Commications. however,the implementation of the policy requires the cooperation of other ministriesincluding tha Ministry of Local Government, the Minitry of Roads ad Higways.an the Ministry of Interior. Specific agecies responaible for urbantransport activities include the Motropolitu/Nu/ icipal Assemblies, theDepartment of Urban Roads (DUi) , tho Motor Traffic Unit CVflU) of the Ministryof Intorior &Ad the Natioal Road Saftey Comittee which Is responsiblefor rosd safety education.

8. To coordiute the development of urban transport policies and activities,the Government bas recently establised the inter-ministerial Urban TransportPolicy Committee chaired by the Mlinister for Transport and Communications.'-The membership of this committee includes the Minister for Roads and H40*wy;.the Inspector-General of Police and the Minister for Local Govermsat,To aage technical issues and lmplsentation, the gSovarment has alsoestablishad the Urban transport uplemantatiom Committee chaired by theChief Director (Planning and Implementation) of the MLnstcry of Transportand Communications (MOrC).

9. In addition, an Urban Transport Unit has been established within thoMOTC Ahich among other tasks will provide a techuical secretariat to supportthe work of the Urban Transport Policy Committee. The Director of theUnit reports dirstcly to the Chief Direccor (Planning and Implementation).The Unit is currently stafed by two Planning Officers and there are planto expad it to a total complement of six, incIduing the Director by January1, 1997. The Urban Transport Project will provide a full-time consultant(an Urban Transport Advisor) to support the Director. The advisor willalso provido training for th* Unit's staff in addicion co specialist techicalassistance.

10. The organisation of road maintenance is of great concern to us. Iconfirm that the Government will decentralLiz road aintenance activitiesin all major cities once the Municipal Assemblies acquire the necessarytechnical expertise and experience. This would free the Department ofUrban Roads (DUR) to pursue its substantive responsibilities which include"athe setting of standards for urban roads; maintenanec planning; developmentplanning; coordinatLon and review of the annual urban roads budgets ofall districts; major studies; implemencation of development projects; monitortngof the execution of planned routine and periodic maintenance works by theAssemblies; overall staff training and institutional strengthening forroad mAintenance units of the Assemblies; and research.

LI. The Department of Urban roads Is responsible for on-the-job trainingof professional staff who man Roads Units of the Municipal Assemblies. Itis important that the Department is screngthened institutionally to endurethe success of the urban roads maintenance decentralization program envisagedunder the project. As part of this strengthening, DUR will recruit full-timeconsultants including a contract management Specialist, a transport plannerand a municipal engineer.

44

12. The Departmeut will prepare 15 year development plaus to identify:time frames for establishment of new Roads Unics for the remaining districtassemblies; time schedules for engagement and training of technical staff,organizational restructuring and staffing needs; office and equipment requirements;road maintenance, rehabilitation and development plans; cost estimatesand sources of funding to meet the planned expenditure; set up a systemfor continuous assessment of the socio-economic impact of the various rebabiliationand development projects now being pursued.

13. GovernmQnt has made considerable progress in promoting the greateruse of private sector contractors for road maintenance and reducing thescope of our own force account activities, Currently, nearly all periodicmaintenance is handled by contractors while most routine maintenance isstill undertaken by force account. We will prepare a plan to expand evenfurther the activities of the private sector maintenance contractors andanticipate that a proportlon of routine maintenance will be handled bycontract before the end of this Project.

Financing

14. The funding of urban roads is of critical concern to us. A summaryof actual expenditure for 1992 and projections for 1993 and 1994 is attachedas an Annex to this letter.

15. With respect to the financing of road maintenance the Government iapleased to advise the IDA that it has baen able to fulfill the agreementsmade at the time TRP-2 was negotiated. These include commitments thatthe Road Fund would be maintained, in real terms and that it would be usedonly for payment to either contractors engagsd 1- periodic maintenancear to GHA's Maintenance Unit; and to allocate US$36 million and US;38 millionfrom the Road Fund and capital budgct respectively for the 1991 and L992period-ic maintenance programs.

16. Notwithstanding the above, we are aware that urban road maintenanceis still underfunded and ws will therefore allocate further funds bothfor rehabilitation and for the annual routine and periodic mainteaance.In addition, there is the urgent need to stabilize the annual maintenanceprogram by making provision for some minor rehabilitati9n works alongsidethe annual routine/periodic maintenance works. We will allocate $7.2 millionequivalent in 1994 and increase this incroemntally to $13.O million equivalentby 1998 for urban roads maintenance.

17. A recently completed study, Urban road Maintenance Financing Sourcesand Mechanisms Study, has suggested that Parking lees, and to a lesserextent local vehicles licensing tax of the MtrTopolitan/Municipal, Assembliesshave the potential to generate substantial revenues far in excess of thepresent collection levels of the Assemblies. The revenue surpluses, oncea mechanism is found to collect the fulL potantils yield, will be used tomaintain infrastructure,

45

Service Provision

18. As you are awara, the Government is anxious to make BreatCr use ofthe private sector an a provider of all types of public services. I ampleased to report that most urban transport services are already providedby private bus operators. These operations are coordinated by five publictransport unions of which ths strongest is tAe Ghana Private Road TransportUnion. While the role of the unions has in no doubt provided a measureof cohesion for the transport services, its operating rules do not alwaysensure the provision of the best quality services for the public. We willundertake a study to identify alternative means of organizing transportand public transport routes to Improve service lovels.

19. Two of the government owned bus companies, City Express Services (CES)and Omnibus Services Authority (OSA) are also mandated to provide urbanbus services. In practice both have withdrawn from th. market becauseof congestion and competition with the private sector. While Governmentis no longer directly subsidizing the operations of eithor company, ithas guarantaed loans to enable both companies to take delivery of largeorders of new buses within the last two years. They now face the difficulttask of paying back the loans they have used to finance theas and otherpurchases. We view these companies as candidates for future private sectorparticipation and the Urban Transport Unit will commission a study to identifythe options, before the end of 1994.

20. The Goverment Is keenly aware of the need to make transport servicesmore widely available to the poor. In this context, it is particularlyproud of the success of the project componento in the transport rehabilitationprojects which were desipned to promote the use fo non-motorized vehicles.In the north of the country the increased use of bicycles by women andthe introduction of bicycle trailers and ambulances resulted directly fromthe initiatives promoted by these earlier projects. Given this past success,we view the coumitment to include about 50 kilometers of MUW paths in theUrban Transport Project s a sound investment in making personalized modesof transport available to all, including the many who have difficulty affordingpublic transport fares. The provision of ilproved pedestrian facilitiesand the rehabilitation of access roads into selected low income areas inthe cities will also improve transport facilities for the urban poor.

Environment and Safety

21. Government has established a Ministry of Environment which is beginningto address the environmental problems in our cities. Typically, roadslack sidewalks and are often paralleled by open drains. With the exceptionof Tamle, it is hazardous to use a bicycle or any othet type of non-motorizedvehicles. Furthermore, as traffic congestion becoms more prevalent, theexhaust fumes are becoming an incre^aingly obvious problem. The governmenthUs prepared an environmental, assessment report for each of the road schemesto be financed under the Project and mitigation measures will be adoptedto address any adverse impacts.

46

22. The safety of the roads it also of very great concern to the Goerument.The Urban Transport Project will reinforce, through the provisiot of technicalasistance and equtpment, the role of the Wational Road Safety Comittee(established during TRP-1) and of the agencies concoerud with the promotionand iaplawntatlon of rod safety measures such as the Vehicles Smidnationand Licensiug Division (VELD), the Motor Traffic Unit (MTU) of the Ministryof Interior, the Building and Road Research Institute (UfRI), and the Departmentof Urban Roads (DUR).

MIISTE FR CE . /E

MR. LEWIS T. PUSTONMSIDENT WORLD BANK1818 B. STREET, NWWASHINGTONo DC 20433U. S. A.

nc.

47 AMU 34

Page 6 of 6

Funding of Urban Roads

Annual Budgets(Cedis)

1991 (Actual) 1992 (Actual) 1993 (Planned) 1994 (Planned)

Dev. 559,921,063.25 5,929,026,993.57 7,730,000,000 10,000,000,000

Mtc. 3,890,000,000 5,999,000,000 3,500,000,000 7,000,000,000

kec. 282,707,120.65 161,822,250 441,518,000 5,000,000,000

Source: Depament of Urban Roads

48Ann Page 1 of 7

REPBMUC OF GHANA

URBAN TRANSPORT PROJECT

Acema Road Rehab*ffuion and Thfic Management Inmprovements

Badckround

1. Accra's 950 km road network, and particularly the 150 km of arterial streets witbinthe Cental Area, is experiencing growing congestion and heavy deterioration. Iheseproblems result In extensive delays in the movement of people and goods, damage to vehiclesand equipment, very high vehicle operating costs, and loss of life due to accidents.

2. Traffic management improvement studies, which were funded through the AccraDistrict Rehabilitation Project (CR 1564), were carried out by engineer8n consultants DeLeuw Cather nateational (DLCI) between 1987 and 1990 to identify solutions to theseproblems. Initaialy these studies were limited to centra Accra, the area bounded by the RingRoad and the sea, and an Arteral Street Master Plan was prepared. As the causes of many ofthe ptoblems identified in the central area were related to traffic generated from outside thisaeam, the study was subsequently extended to cover the whole of Accra. A framework ofarterial routes, the Framework Arterial Street Plan (FASP), was identified, around whichrecommendations for rehabilitation, reconstruction, upgrading and the construction of newlinks was made. Detailed design has since been carried out by local and internationalconsultants, the majority by a joint venture of Mott MacDonalds and Watertech.

3. Ihe cost of implementing all of these recommendations is around $350 million (Ian1993 prices), which is well beyond the current level of resources available. Priorities weretherefore established and reconstruction of some of the main links of the FASP, such asWinneba Road and Achimota Road, have already been completed and others (LiberationRoadllndependence Avenue and Kanda Highway) are under construction. Relief ofcongestion in the central business district (CBD) has been identified as the next highestpriority and this is the objective of the road rehabilitation and traffic management componentsof the project. Upgrading of other key links of the FASP, most notably Nsawam, Newtown,Abossey Okai and the Ring, Roads is also urgently required when funds can be madeavailable.

Acemr Central BIness District

4. Traffic surveys pinpointed key road links where traffic speeds have been reduced to10 kph or less during peak hour because of the combined effect of high volumes ofpedestrian and motor vehicle taic, conlicting left turns, encroaching marketing activities onwalkways that force pedestrians to use the street, and the deteriorated condition of theroadway. Such travel delays occur on sections of Independence Avenue, Barnes Road,Ihorpe Road, Kinbu Road, Kojo Thompson Road, and Kwame Nkrmah Avenue, and atintesections on these roads. Very high traffic volumes and accident rate have been recordedon Kwame Nrumah Avenue at the main intersections such as those with Kinbu Road and

49 AM= 41

Page 2 of 7

Brewery Road. The surveys, and accide data, indicate the need for immediate action atcrtical intersectons. There are 23 sIgnaled interctions In the Central Area, none of whichha a pedestrian signal phase. Measures to contro and chamelize traffic at criticalIntersecons are urgently required to improve motor vehicle and pedestian safety. Illegalpaidng along major arterial compouds traffic problems; 600 illegally parked cars wererecorded in an inventory made during peak morning and afternoon business hours.

S. The Arteial Street Master Plan recommends the rehabilitation of key north-southradial routes; upgrading of three existing radials; the development of more effective east-westcorridors; the inoduction of one-way flow; the addition of two new links; and selectivewidening. ITbis project focuses on rehabilitation, development of the east-west corridors, andcreation of the one-way systems. The medium term need for new and upgraded radial routesis being largely met by widening Liberation Road/Independence Avenue and construction ofthe Kanda High Road, both of which are already under way.

6. The project will increase capacity on the main north-south routes, Kwame NkrumahAvenue and Kojo Thompson Road, by rehabilitating the existing pavements and introducingeffective traffic management measures (see below). The secondary radial, Barnes Road, wilalso be rehabilitaed as a two lane road to better accommodate the additional traffic flows thatwill be generated by the new Kanda High Road. The east-west cofridors to be upgraded are:

(a) Casde Road/Adama Road - convert Casde and Adama Roads betweenNkumah Ave. and KojoThompson Road to a one way pair and widen afarther 0.67km of Castle Road to four lanes, using the existing right-of-way.

(b) Graphic Road/Liberia Road - construct missing 300m link between GraphicRoad, where it u away from Brewery Road, and Kwame Nkumah Ave, toconnect with North and South Libia Roads. Remainder of Graphic Road tobe overlayed. Liberia Road to be upgraded to four lanes by using the existigNorth and South Liberia Roads as a one-way pair and widening the rema_mng2km or so, to 28th Febray Road, utilizing the existing road reservation.

(c) Kinbu Road - upgrade from Kojo Ihompson Road to Sir Charles Quist Streetto four lanes, within the existing road reservation.

(d) Derby Ave./Selwyn Market St. - rehabilitate existing roads and use as one-way pair.

7. Details of the roads including base cost estimates and ERR's are given inAttachment 1.

Road Dedgn

8. The designer's flexibility on road alignment has been constrained by Governmene'sdecision to minimize pwperty demolition. Fortunately the existing alignments were generallysatifactory and demolition of only one house and parts of two commercial properties isplanned. Pavement design was based on physical measu e of the strength of theundedying soil and residual strengths of existig pavement layers through Dynamic ConePe aetromeer (DCPM measuremen and tests on materis from trial pits. Traffic loads were

50

Page 3 of 7

calclat.d from detailed traffic volume and composition surveys carried out in 1988, to whichan annual growth rate of 3.5% was applied. In the CBD, due allowance was made for the r

utng effects of the new one-way system.

9. The road cross-sections adopted are illustrated in Figure 1. In general dualcarriageways have mnning lanes 3.65m wide and single cartiageways have lanes of the samewWth in each direction. At junctions, lane widfts have been made 3.5m where possible, butat locations where space is limited, widths down to 3.0m have been specified. Bus-bays, lay-bys and parking bays have been included at appropriate locations to enable authorized loadigand unloading of people and goods to be carried out without impeding Wraffic flow. Bus-baywidths of 3.25m have been specified and adjacent sidewalks have been widened to 3.0m,where space permits, to accommodate the increased pedestrian activity. Bus shelters havealso been included at some locations.

10. Road drainage has been designed to accommodate runoff from the roads and todischarge to existing storm water drains. The consultants responsible for the road design alsoprepared a storm drainage master plan for the whole of Accra and provision has been made inthe road designs to accommodate the future construction of this system eg. by constuctngculverts under the rads. All road-side drainage will be covered.

11. A proliferation of services exists under the project roads. Where locations are knownthese have been shown on drawings which will be included in the contract. However, inmany insaces exact locations are unknown. Diversions will be kept to a mimum in orderto reduce costs. During constuction the supervising consultant will liaise very closely withthe Public Utility Authorities in order coordinate the diversions required and to minimizedamage and disruption of the services.

12. In selecting a pavement design method the consultants produced a catalogue ofpavement structues based on design standards for heavily trafficked roads in Britai(ransport and Road Research Laboratory Report Road Note 29) and lightly trafficked roadsin the tropics (TRL Road Note 31). These standards were considered to be the mostrelevant following a review of different intemational standards. The pavement cataloguerelates pavement layer thicknesses to four categories of cumulative traffic (eqaent standardaxles) and four ranges of subgrade strength (CBR). Overlays are considered in siuationswhere no base deformation has occurred. In these cases existing Stmctural Numbers arecalculated from DCP data on layer thicknesses and the residual strength of the pavementderived. The thickness of overlay required to meet the cumulative traffic loading is thencalculated. Overlays have been adopted wherever possible to reduce costs and to minimizedisruption during constrction.

13. Construction materials for totally reconstructed roads shall comprise gravel, crushedstone and asphaltic concrete. On roads where an overlay to the existing pavement willsuffice, bitumen-bound stone and asphaltic concrete will be used. Asphaltic concrete has beenselected as the base course and wearing course material becase of its strength, durability andrelatively low maintenance requirement. All necessary materis are readily available: thereare several suitable gravel pits close to Accra, quarries for cruished stone are located witin40km, and bitmen for the asphalt will be imported.

51 Anng 4-l

Page 4 of 7

14. Careful scheduling to minimize traffic disruption during construction will be essentialbecause the road works in the project cover virtually the whole of central Accra, and work isexpected to continue on another two major arterial routes during the construction period.Account bas been taken of the need for diversions in the designs and obligations placed on thecontractors in the contract documents. In some cases work will have to be undertaken outsidenormal business hours.

Traffic Management hmprovements

15. All of the above road components will have complementary traffic managementimprovement measures md an additional 17 separate intersections will also be improved. Themain improvement feature will be the introduction of one-way traffic flow on the two mainnorth-south aiterials in the CBD - Kwame Nkrumah Ave. and Kojo Thompson Road.Complementary east-west one-way systems will also be established on Castle Road andAdama Road, North and South Liberia Roads, and Derby Ave. and Selwyn Market St. Themain advantages that will derive from this are: improved traffic flow; reduced traffic conflictsparticularly from lef turning traffic; and reduced waiting times at junctions throughsynchronized traffic signalling. There are also some disadvantages: travel distances willincrease by forcing movements around blocks; and there will an initial period of confusionbefore drivers become familiar with the system. However, it is considered that theadvantages outweigh the disadvantages and that this is the only solution to effectively increasetraffic capacity without widespread building demolition to create more road space.

16. Traffic flows have been derived from detailed surveys carried out by DLCI in1987/88 with a growth factor of 3.5% per annum applied. This growth rate is directly relatedto the projected economic growth of Accra over the design period. It will, however, beifluenced by changes in traffic distribution that will arise from the current constructionprogram, the way in which drivers react to the new system in selecting routes through andaround it, the effect of possible improvements in the telephone system and public transportwhhin the project design life, and future economic growth. Spot counts taken in 1992indicate that actual peak hour traffic growth has been higher than this, possibly as high as10% per annum. Ultimately traffic growth will be restrained by the system capacity. Themeasures being proposed seek to make the most efficient use of the road space available;beyond that, capacity can only be increased by creating more road space.

17. The traffic signalling system for the main junctions in the CBD has been designed bymodelling it as a single network using the TRANSYT9 software package. Saturation flowsand link capacity limits have been taken as 80% of UK flows based on observations made inAccra. These lower limits arise from lower vehicle reliability and poorer driver discipline.The model enables linked signal timings to be optimized and the performance charactersicsof individual junctions to be identified in the context of the whole network. An initial signaltiming plan has been prepared for the anticipated opening of the system and provision hasbeen made for fine-tuning after drivers have had a chance to become accustomed to it.

18. The signalling equipment, which will be considerably more complex than thatcurrently used in Ghana, will be capable of handling:

(a) 8 signal phases;

52

Page 5 of 7

(b) demad dependat pbas, including thos for pedestrian ad bicyclecrs_g;

(c) v lo byde and sto tmes it tme of day and day of week; and

(d) linkags with adjacent sigalUs to better coordinat tffic flows.

19. In developing the specifications and contract documents for the sipal equipment theconsultts will take due acut of the need for the system and hs component to be operatedand serviced locally.

53 AM 41Page 6 of 7

guro 1:- Road CrU3 _Mons

Class 1: Trunk G Expr y Roads (Not Used)

Cbss 2: Prlmary ArtWral Roads

CentralFootway Carrageway Reserve Cariageway Bus Bay Footway

2.0 min 7.30 or 10.50* 2.5 min 7.30 or 10.50* 3.25 3.0 f

'2 x 3.65m wide lanes or 3 x 3.50m wide lanes.

Class 3: Secondary Arterial Roads

Footwy Carriageway*" Lay-by* Footway12.0min 3.65 to 5.0 3.65 to 5.0 2.Smin 2.0m

*If bus-bay is provided, minimum width is 3.00m.**Widfs shown for 2-lane road. Mnimum width for 4-lane road is 14.60m.

Class 4: District Roads

Clss S: Local Roads

Paved Verge or FootwayFootway Cariageway as required

1.5 1.5min 6.10 to 7.30* min

With to suit ex3sig space, subject to 6.lOin minimum.

54 An&eM 4-1Atachment 1Page 7 of 7

Read to be Rehd itated in Acer.

ESTIMATEDBASE COST JAN.

LENGTH 1993REF. NAME (km) DESCRIPnON ($ MLLION)

A Kwame Nkrumah Ave./KoJo 7.24 Key north/south arterial 8.02Ihlbpsol Road (Nkrumah developed as a one wayCircle to High St.) system.

B Caste Road/Adama Road 1.07 Key east/west arteial 2.00(Museum Circle to Kwame widened to dualNkumah Ave.) arriageway for 0.47km.

c Liberia Road (including 2.38 Development by 4.27Nort & South Liberia widening of a 4 lane keyRoads) and Graphic Road east/west arterial.Extension (28th FebruaryRoad to Graphic Road)

D Graphic Road (Ring Road to 2.10 Linls with C to form 3.98Graphic Road Extension) eastlwest arterial.

Pavement overlay andimproved drainage.

E Kinbu Road (Sir. C. Quist to 2.00 East/west arterial 3.79Kwame Nkwmah Ave.) widened to 4 lanes.

F Selwyn Market St. (Hansen 0.80 Two lane eastwest 0.83Road to Nkrumah Ave.) arterW in city ceter.

G Derby Ave. (Hansen St. to 0.60 Two lane easttwest 0.63Zongo Lane) arterial in city cenW

linked with F to provideone way system.

H Barnes Road (Castle Road to 1.88 Two lane north/south 1.8028th Febmary Road) artiaW.

TOTAL 25.32

55 Anntex 42Page 1 of 4

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Sekondi/Takoradi - Road Rebilaio

lBackground

1. SelkoadirTakradi has a network of around 195km of roads, of which 140km arepaved. Overall, Sekondi/Takoradi does not experience the congestion levels that occur inAccra However, serious traffic flow problems do occur on the roads around the TakoradiCentral Market, which is located inside a large roundabout in the central business district(CBD).

2. Studies were carried out in 1989 by the same consultans (De Leuw Catherntnational - DLCI) who carried out the Accra Traffic Improvement Studies. These studies,

which focused on S8km of roads identified as the most import liks in the network, foundthe following problems:

(a) 95% of the roads were either in poor (38%) or fair (S %) condition an mostdrains were in poor structural condition and choked with refuse and silt;

sb) few sidewalks exist, forcing pedestians to walk in roadways;

(c) traffic management is poor with few traffic lits functioning and inadequateroad signs; and

(d) unorized on-street parking is a serious impediment to traffic flows.

3. Ihe studies recommended a five year improvement program incorporatng: anintgrated package of road rhabilitation; upgraded juncto; introduction of one way flow inthe CBDD; improved taffic sinling; upgraded provisions for pedestrians; consolidation oftansport teminals; a motorist and pedestrian education program; and enforcement of trafficlegislation. Detaied designs and tender douments for the physical component of *tprogram were prepared in 1992/93 by consuldtg enginees, Comptan, under the Uban 11Project (CR 2157-OH). The estimaed cost of the whole program at Jamary 1993 pries isaround $70 million. Rehabilitation of 10.5km of the highest priority roads (see Attac Ifor details), reated jcion upgradings, traffic mag improvements and therehabilitation of three transport terminals, will be carried out in this project The softwarecomponents wil be addressed by the Urban Transport Unit of the MOTC.

Road Rehabitation

4. Detailed taffic surveys, which included origi and desinon analyses, carried out byDLCI in 1989 and since updated by Comptran, found high traffic flows on the followingroads: Mrkket Circle, John Sarbah, Libeation, Axim, Cape Coast, Obeneba Mesak andSekondi. Al of these except for Sekomni Road, which is the main arteral route lining

56 Annex 42

Page 2 of 4

Sekondi and Takoradi, are within the CBD. Because of the built-up nature of the CBD thescope for changing the vertical and horizontal alignment, and even the width, of roads islimited. The same stadards for lane widths and road cross-sections adopted for Accra (seeAnnex 4-1) have been used for SekondirTakoradi.

S. Pavement designs have been based on information recorded in a pavement conditionsurvey, field sampling and testing of pavement layer materials, records of dynamic conepenetrometer (dcp) tests and design directives Issued by the Ministry of Roads and Highwaysrelating to the reconstruction/rehabilitation of roads. The latter call for the use of an asphalticconcrete wearing course in conjunction with a crushed rock road-base on highly traffickedroads, because of their high strength and low maintenance characteristics. The designersadopted a slightly revised version of the pavement catalogue developed for the Accra roads byMott MacDonalds. Tbis takes account of criteria used in the Kenya Road Design Manual,which in Comptran's view, more closely reflects conditions in Ghana. The basic differenceoccurs at low traffic levels, where the Kenyan designs call for lower pavement thicknmesses.The differences on heavily trafficked roads, such as those being rehabilitated inSekondilTakoradl,are small,and are considered by the Bank's engineers to be acceptable.

6. The pavement catalogue relates pavement layer thicknesses to three categories ofcumulative trafflc (equivalent standard axles) and three ranges of subgrade strength (CBR).Overlays are considered in situations where no base deformation has occurred. In these casesexisting Stucu Numbers are calculated from DCP data on layer thicknesses and theresidual strength of the pavement derived. The thickness of overlay required to meet thecumulative traffic loading is then calculated. Overlays have been adopted wherever possibleto reduce costs and to minimize disruption during constuction.

7. Traffic loadings were based on traffic counts and composition surveys and takeaccount of the percentage of conmnercial traffic (3.5% in the CBD), the percentage of trafficusing the design lane, and equivalent axle load factors. Ghana Highway Authority'sequivalent axle load actors, which take account of survey work carried out in Accra during1991, were adopted. Traffic was found to have grown at 7% per annum between 1989 and1992. A growth factor of 5% has been adopted for the first ten years of the design life,dropping to 4% and 3% for the following two five year periods.

8. Drains have been sized to cope with runoffs calculated from the Rational Formula,using intensity-duration-frequency data recorded in Sekondilfal60radi. Designs have takenaccount of the need for drains on rehabilitated roads to discharge to existing channels andoutfalls. All drains in the CBD have been covered, with provision made at frequent intervalsfor lifting the covers to facilitate desilting and maintenanc,e.

9. Sidewalks have been provided alongside the rehabilitated roads, wherever spacepermits, and provision has been made for controlled cross-walks in areas where pedestrianmovements are high. Bus-bays and lay-bys have also been incorporated in the road designs tominimize or eliminate the delays caused by stopping vehicles.

Annex 42Page 3 of 4

Tc M mproVement

10. The traffic problems l athe CD aise primrily out of the trffic, both vehicle andpedestia genratd by the narket New market have been developed on the periphery oftown in an effort to both meet demand for retail space and to reduce taffic congesdon.However, those iaves have oly been partially successfl, as people are reluctant tocg their tadidonal business and shopping habits. It will therfre be necessary to addressthe problemn throu a combinaion of physical traffic mangement measures, publiceducaton campaigns and better adherence to traffic legislation.

11. The physical traic managenmpve will comprise:

(a) provision of a one-way system to act as an outer cordon around the MarketCircle using the following roads: Kitson Ave, Mampong, Collins Ave andAhat Road;

(b) signalization of some major intersections; and

(c) modifications of intersection designs.

12. ITe one-way system wiI help to minimize the use of the Market Circle by extraneoustaffic, thereb educing the level of congestion in the circle. It will also reduce traffic flowconfi and provide scope for traffic signal sychna .Traffic flow on all major roadsleading iltO the Market Circle wDI be manained as two-way and paring restr.ions will beefoced. On-eet parkig will however be pemitted on the oneway stree where it is lessiky to Iwpede traffic flow.

13. Signals have already been istalled at four of the five key CID Juctionsrmmended by DLCI. These are:

(a) Liberation RoadlOheneba Mensah Road;

(b) Kitson Ave/John Sarbah Road;

(c) John Sarbah Road/Collins Ave; and

(d) Liberation RoadlKumasi Road.

14. Only the jucton of Aim and John Sarbah Roads remains to be signalized. Thecapaciy of these Juno was checked, using TEAPAC/SIGNAL software agaist projectedraffic flows, tking due account of the Impact of the onwa sysm In most casesaddonal tung lanes wI be added and more sophiscated signalling equipent adopted.

58 AM=

Atachment IPage 4 of 4

Edtmated Base CostJanuary 1993

Name Desciption Lngh (km) Width ($millon)

John Sarbah Road Major north/soudi arterial. 1.15 2W7.3 1.72Pavment overlay and Improveddrainae.

Liberation Road Major eastlwest aterial. Pial 0.44 2W7.3 2.62recoucdon and improved 1.30 1W8.0drainae.

Axim Road Major east/west arterial. 2.02 2W7.3 0.77IWroved dmainage and partalreconstruction.

Cape Coast Road Major north/south arterial: 3.35- Pavement overlay 1.13 2W7.3- Partia reconstuction 0.70- Pavement overlay 0.40

Oheneba Mensah Mnor north/south arterial. 0.69 1W7.3 0.75Partial reconsuction andimproved draig.

Market Circle Major atea around the 0.59 lW8.0 0.66Takoradi market. Pavemenoverlay ad improved drag.

Sekondi Road Major north/south arterial linking 2.01 1W7.3 2.60Takoradi township to Sekondi.Partial reconstruction.

TOTAL 10.43 12.47

59 &M 43

Page l of 3

REPBC OF GHANA

URBAN TRANSORT PROJKT

Ate IusVrovaat So Low-Iu m Arm

1. Studies caried out in 1992 to examie the in*sucture needs of seventeen lowincome coummuities in Accra found that seconday roads are virully nonextnt or in apoor state in nearly all the areas. Many sections of the communities cannot be reached easilyby vebicles, leading to higher commutiag and transporion cost for the ura poor living inthese areas. Whee roads exist, years of neglect coupled with socia undiscipline in the ue ofroadside drains for solid waste disposa has compounded the problem

2. Low fmily incomes, hnemploymen, high popuation density and ovowding aresome of the main soclocmic problems asociated with thee are. Some roads in 7 ofthe 17 areas studied bave been selected for imprvement on the basi of their rdadvely lowaerage family inomes and the much poorer condition of the roads and drains in the area.

Tabb 1: Low-Income Areas Seleded for A nmprove

Area Road length (kim) Estimated cost (sm)

Teshie Old Town 2.8 0.84Chorkor 2.1 0.63Russia 6.0 1.80Sukura 2.0 0.60Sabon Zongo 3.2 0.96Old Nungua 4.2 1.26Abeka 2.4 0.7?2Other roads 2.3 0.69

TOTAL 25.0 7.5

3. These areas lack all the major basic aies for driage, tsp a andson. A summary of the soco-economic ch Istis of all 17 ar studied, ad thecondition of the road and draiae network is given in the folowing tables. For a moredetaied descon of these areas tefece is made to the feasibility report prepared in June1992 by BIDEX CONSULT for the Technical services centr of the Miistry of Worb andHouig under the Accra Residetal and Maret Upgrading Study.

60 AMax 43

Page 2 of 3

Table 2: Soclo-cwmlc Indicators for Ma4Or low-lncome Areas In Am

Average Income Averqge Fmilyof lead of Average FamlUy Food

Unempyloymlent HoJuselioli loccaue lbq> iulaureAm Rte (%) (O ea) / )

Abda * 13.6 290,425 61,420 37,955Abose Okai 8.5 249,250 43,934 37,913NOW Town 10.7 306,974 110,312 38,419Bubuasbi. 12.9 323,272 69,250 45,388Chorkor * 10.0 363,000 43,318 33,86SDakudman 12.0 291,250 42,043 42,865Jamnstown 9.5 323,975 40,028 34,078Kotabobi 5.3 394,000 61,693 35,385Kpebe 8.0 220,658 71,214 36,285Matahcko 11.7 270.816 78,843 42,500New Fadbam 13.0 330.395 8S,166 50,166Nungua Old Town 4.2 334,715 47,943 41,139RuFssa* 9.4 241,250 57,150 42,400Sukura * 11.2 218,175 36,635 37,140Sabon Zongo * 8.2 437,526 81,666 40,131To"e Old Town * 12.6 263,807 36,480 30,818Wesd )amobi 3.7 360,950 79,305 45,138

S Sected fwr Acs Imvemt

Soure: DIDEX Uan Uprading Stidy, Ju1992

61 An 4

Page 3 of 3

Table 3: Roads and Drinage Conditons In Study Areas (Secondary/Interal Roads)

Total Length God Fair Bad DfcativoAM (mets) (%) (%) (x) Dns (m)

Abea a 22,240 30 40 30 18,000Abos Okai 8,0S0 30 30 40 16,100New Town 8,510 40 2S 35 IS,000Bubuashi 18,860 30 40 30 32,M00Chodwr * 9,860 10 2S 65 1,200Daetuman 23,380 20 30 S0 2C,6O0Jamstown 8,040 80 17 3 14,600Kotobabi 5,720 30 30 40 11,440Kpeho 5,740 50 30 20 11,480Mathdeko 18,090 20 S0 30 22,600New Fadama 4,420 10 20 70 8,840Nungua Old Towa * 9,S80 10 30 60 17,600Rnsi * 5,410 0 10 90 10,820Suka * 9,050 0 S 95 18,100Saboa Zo7* 6,290 10 30 60 12,580Teshio Old Town0 5,310 10 20 70 8,600West Mamobi 4,110 10 20 70 8,220

TOTAL 172,720 254,280

*Seled for Acsa Improvemet

Source: BIDEX U*man Upgrading Study, June 1992

62

REPUBUC OF GHANA

URBAN TRANSPORT PROJCT

Jundaes to be lproev (a Atm

Name of i

1. Salem Road/Labadi Road2. Canoment RoadALokko Road3. Wlnneba Road/Ni Tieko Din Street4. Outer Ring Road/Wineba RoadS. Mants Boi Stretil fAryese Steet6. Outer Ring Road/Oblogo Road7. VebdIe Pedestria Traffic Management Teddo8. Ring RoadLabadi Road9. Outering RoadlKwashieman StHigh Sre

10. Abela JunczionlNsawam Road11. Abeka Road Eteion/Motorway II12. Gug=beg Avene/Aku Omeiru Street13. Switcbback RoadnJwahafral Nehru Road14. Newtown Road/Nsawam Road15. Paaof Road/Nsawam Road16. COoonmeut Road/North Labone Aveu17. Made DadaaAdi Road (west)18. Awudume Roundabout

63

REPUBLIC OF GIANA

URBAN TRANSPORT PROJECT

T enauls Proposedfor RuhabW*adoa

Estimated .3ase CostName Daily Turnover January 1993

(Cmilion S'ooo

ACCRA

1. Odawana Truck Station (A) 172 3742. Kaneshie Market Complex 3,700 257 5583. 37 Mditary Hospital 1,089 269 5854. Neoplan 1,806 294 6385. CMB 1,931 95 2076. Kaneshiefrakoradi 260 37 807. Agbobloshie Market 2,120 279 6068. Tudu 1,320 125 2729. 'BIow Up 967 60 13010.Arena 1,065 92 200

Sub-Total 1,680 3,650

KUMASI

1. Kejetia & other minals to be ldentfied 1470

SKONDI

1. Old Axim Station 51 1102. Takoradi Central Station 266 580

(New Axim)3. Sekondi Station 74

TEiMA

1.Tema Main 4,684 60 1302. Mankoadze 1,331 96

TAMALE

To be identified

TOTAL

64

Page 1 of 2

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Plot NAM Paths

1. Virtually no provision is made in Accra, or any other city in the south of Ghana, forthe users of non-motorized vehicles, maWy bicycles and handcarts. Despite this omission,handcarts are widely used, especially in the market areas, and studies have revealed ihat cycleuse has grown In recent years. Cycling is aready widespread In the north of the country,but much less common in the south. In the past, bicycles were more widely used in Accra,but usage declined with the rising affluence of the 1960s and early 1970s. In recent years thedecline in real incomes has renewed demand among low and middle income groups, but thecongested urban roads, which have no special provisions for cyclists, have become toodangerous for their safe use. Cycles are readily available from well stocked shops in allcities. ITe main cycle distributors import about 110,000 bicycles annually to Ghana andaround 10,000 per year have been sold in Accra in recent years. A study to assess thetransport and mobility needs of the urban poor carried out in 1992 revealed that 62% ofhouseholds in low-income areas In Accra own at least one bicycle, but their use is mainlyrestricted to local roads, where motor traffic is light. The suppressed demand for greaterbicycle use was recognized in early 1992 by the Goverment, which committed itself to theprinciple of balanced development of different transport modes and the rational allocation ofroad space. Provision is now being made for bicycles in all urban road designs, whereverspace pemits.

Pilot Network

2. In support of this policy the proposed project includes thz nnstruction of a pilotnetwork of around 50km of cycle paths connecting low and middle-income residential areas tocommercial and business districts. Cycle lanesltracks have also been incorporated as part ofthe road rehabilitation designs for Accra, either within the road reservation or parallel to theroute, as space permits. In the proximity of markets the tracks/lanes will be wide enough toaccommodate the manually pushed trolleys, which are widely used to transport goods and it isintended to provide additional routes linking lorry parks with nearby markets.

3. It is hoped that these pilot paths will form the initia phase of an integrated bike patinetwork for the whole of Accra and donor assistance will be sought to produce a master planfor the development of a comprehensive network for the whole city.

Dedgns

4. Detailed designs and bills of quantities have already been prepared. A range ofdesigns have been adopted to suit individual situations at particular locations so as to balancethe needs of bicycle users with others in the community. For example it is not proposed to

65 44

Page 2 of 2

Incorporate cycle lanes in, or alongside, the city center roads, which have high traic andpedestrian volumes. Ined, cycle lanes are being proposed in service roads running parailelto the main thoroughfares. On less-busy roads, away from the center of town, cycle laneshave been incorporgated on existing hard shoulders. In other cases, where adequate space isavailable within existing road reservations, totally segregated cycle paths have been provided.

5. Safety has been one of the main design criteria with particular attention paid todetailed layouts at junctions. In some instances routes have been aligned alongside railwaylines and streams. Wherever possible routes have been selected to avoid busy junctions,particularly roundabouts. Where junctions have to be negotiated standard crossing detailshave been adopted so that users and motorists will become familiar with them. NMV pathshave been aligned at right angles to all road crossings In order to maximize itevisibilitybetween users and motorists. Signal controlled pedestian and NMV CrOSsings wil beprovided at junctions with high volumes and at two locations on the dual carriageway RingRoad where traffic speeds are relatively high. Traffic calming measures, which preventthrough traffic, have been proposed for the service roads in which lanes will be incorporatedin the city center. Bollards will also be provided wherever NMV paths intrsect roads toprevent motor vehicles using them. A major road safety campaign, the main emphasis ofwhich will be on pedestrians and cyclists, has been included in the proposed project. Thiswould involve a public enlightenment campaign using the mass media to educate both cyclistand users on the need for mutual awareness and respect.

6. The designers were also charged with minimizing costs. The alig_nent of NMVpaths follows existing corridors and avoids land acquisition and demolition. At obstacles,such as overbrldges and rivers, width standards have been reduced with adequate provisionmade for advance warning, rather than providing expensive exclusive facilities for NMVusers. The e average cost per km is US$55,000 (January 1993 prices).

7. The designs adopted are based on European and American standards modified to suitthe existng stndards of the Ohanaan Ministry of Roads and Highways. Path widths varyfrom 3.6m for two-way traffic, where high volumes are anticipated, to 1.8m for one-wayoperation. On some lengths cycle lanes have been included alongside footpaths andsegregated by a white line. The maximum gradient adopted for strait lengths is 7%reducing to 5% at junctions. Paths will be surface dressed and slurry sealed to a similar, orbetter standard than adjacent roads. It is intended that construction will be carried out byrelatively small local contcors using labor intensive techniques. Bicycle parking will beprovided at key trasport terminals to encourage htrmodal tranoion and also at majorworkplaces.

66

Page l of 2

RIPUBLIUC OF GHANA

URBAN TRANSORT PROJECT

E Ment to be S dr to VELD, DRM, NRSC nd MTV

Cost

L Vilde Ezanlnaon and jLmunsgeariesnt

TamaleO) 2 roller break tester (1 heavy & I light) 30.0(U) I pickup double cabin 15.0(li) 2 inspection pit jacks, 1 headlight teste and 1 wheelalignment device

Sob-Totals

AceraO, 1 light roller break tester & sundry equient 15.0(h) Computer network

Sub-Total

Koforldua

(I) 2 roller break tester ( heavy & 1 ligbht) 30.0(ii) 2 inspection pit jacks, 1 headlight tester and 1 wheelalignment device

Sub-Total

VED Sub-Total

IL Building Road Rsareh lstib

(i) 2 PCs 10.0(Ui) Photocopier, typewriler & sundy equipment 2S.0(ii) Opeating expes

Sub-Total

lL N ial Road Matft Cgmil

Oi One 4WD vehicle with public address system 25.0(i) Photocopier - heavy duty 18.0(Hi) Publicity material (1 video camera, 2 still camras,slides, video cassettes, etc.) .ll.Q

Sub-Total fW

67 Annex 47Page 2 of 2

Cost

IV. Mtr - -. g Unit

Aom&(i) One 4WD vehicle 22.0(iH) 2 motorcycles 12.0(dii) I towing vehicle 30.0(iv) Miscellaneous equipment (1 photocopier, 2 radarguns, 2 breath analyzers, 4 walkie talkies, I typewriter,tre gauges) 2Q

Sub-Total

Kmasi(i) One 4WD vehicle 22.0(Ci) 1 motorcycle 6.0(iii) 1 towing vehicle 30.0(iv) Miscellaneous equipment (1 photocopier, 2 radarguns, 2 breath analyzers, 2 walkie talkies, 1 typewriter,tyre gauges) 18.0

Sub-Total ,Q

Takoradi(I) One 4WD vehicle 22.0Cii) 1 motorcycle 6.0(iii) 1 towing vehicle 30.0(iv) Miscellaneous equipment (1 photocopier, 2 radarguns, 2 breath analyzers, 2 walkie talkies, 1 typiter,tyre gauges)

Sub-Total X

TUmale() One 4WD vehicle 22.0(ii) 1 motorcycle 6.0(iii) Miscellaneous equipment (2 radar guns, 2 breathanalyzers, 2 walkie talkies, 1 typewriter, tyre gauges) iQ

Sub-Total A0MTU Sub-Total

68 Anx 4-8

Page l of 4

REPWBLIC OF GHANA

URBAN TRANSPORT PROJECT

Road Maenane and Instwuond Suport Equlpment for DUR

Badkgoumd

1. Responsibility for road construction and maintenance in Ghana is shared between thethree agencies under the Mistry of Roads and Highways. GHA is responsible for trunkroads, DFR for feeder roads and DUR for City roads in Accra, Sekondi-Takoradi, KumasiTamale and Tema.

2. While GHA is relatively well established and has maintenance units in 32 designatedroad areas, DUR is relatively younger and is still in the process of building up capacity frcarrying out their mainteace funetions. Ihe creation of DUR in 1988 was to drtaw atentionto the peculiar needs of roads in the urban centers, which up to then were manageci, togetherwith truk oads, by GHA.

3. The promulgation of the Local Government Law, PNDC law 207, in 1988 hasincreased the Importance of working towards strengtening all 22 decetized agencies tocary out their statutory roles. The road units of the Department of Urban Roads are anImportant part of the deentralization drive. Government's policy is that the bulk ofmaintenance works (80% of periodic mantenan) should be carried out by the private sector.Routine m ce acvities such as pot-hole pathing and drain cleaning which are lessamenable to execution by conct are carried out by the direct labor forces of theMetropolitan and District Roads Units. The Department's road units in Accra, Kumasi,Takoradi and Tema need additional equipment to improve their effectiveness. A fift unit isplanned for Tamale as soon as logistic support permits.

4. Under the Accra District Rehabilitation and the Priority Works Projects, the roadsunit in Accra was strengthened. Further strengthening of the Accra Metropolitan Roads unitis expected under the on-going Urban 1 Project. The other four cities have had much lesssupport from previous projects. However, as shown in table 1, Kumasi in pardcular, with126 km of asphalt surfce roads, needs significant support to keep these newly constructedroads well maintained.

Equipmet Required

S. With the intensification of reconstruction and rehabilitation of roads in al cities it isesential that the substantial gap now existing between the level of mntenance opeation seein the field, and actual m needs, is bridged. An important requirement is adequateand appropriate equpmeDL Equipment to be provided under the project has beenrecommended bearing in mind existing facilities and need to limit direct labor works toroutine mainenance activities.

69 Annex A&Page 2 of 4

Table 1: Urban Road Length In Various Cities

Existing Road Lenogth (km)

Road Surface Type ACCRA KUMASI SEKONDI TEMA TAMALE

Pordand Concrete

Asphalt Concrete 60 126 14 - -

Surface Dressed 582 234 127 128 60

Subtotal (paved) 642 360 141 128 60

Unpaved 385 S0 74 70 2

TOTAL 1027 410 192 198 62

6. The District/Metropolitan Road Units which have responsibility for carrying outmaintenance either directly or by contract, are equipped to varying degrees. Attachment 1shows the equipment holding of each unit Ihe distution of equipment to be suppliedunder the project is shown in Table 2 with totals and costs shown in Table 3. Ihe equipmthas been chosen for its suitability for rouine mantennce operations carried out by smalmobile work units. It will also enable hot-mix material to be used on most repairs which ismuch more durable than the cold mix material currently used.

Table 2: Road Maintenance Equipent Allocation by City

Quantity to be suplied

Equipment ACCRA KUMASI SEKONDI TEMA TAMALE

Mmi Hot Mix Plant 2 1 - - -

Light Duty Vehicle 5 4 3 2 2

Bitumen Heater with Sprayer 6 5 3 3 2

Walk Behind RoUer 6 5 3 3 2

Pick-Up - Double Cabin 3 2 2 2 2

BiUfen Storg Tank 3 3 2 2 2

Industri Traor - - - - 2

Tipping Trailer - - - 2

70 Anmex 4

Page 3 of 4

Table 3: Cost of Road Maintenance Equipment

Unit costItem Description Capacity (US$) Quantity Amount

I Min Hot Mix Plant 4-5 tons 100,000 3 300,0002 Light Duty Vehicle 4000 kg 20,000 16 320,0003 Bitumen Heater with Sprayer 400 htr 15,000 19 285,0004 Walk Behind Roller 600 kg 15,000 19 285,0005 Pick-u - Double Cabin 2700 kg 16,000 11 176,0006 Bitumen Storage Tank 20000 Itr 10,000 12 120,0007 Industa Tractor - 25,000 2 SO,OO08 T-ipping Trailer 5,000 2 10,000

Sub-Total 1,546,000Add 10% Spares 154,600

9 Spares for Existing Accra Equipment 300,000

Total (Equlipent and Spars) 2,000,600

7. DUR also needs: vehiles for the technical assistance specialists and staff involved inthe project funded works; computer equipment to enable implementation of the mainnncemanagement system; a photocopier; and a storage system for drawings and documents.Details of this equipment are given below in Table 4.

Table 4: VehIles and Equipment for DUR

Uni CostItem () Quantity Amount

1. Saloon cars for technical assistcespecilists and sendor staff assigned to the 20,000 5 100,000projCL

2. Pesonal computes and printers in HQ and 10,000 6 60,000each of 5 project cities.

15,000 2 30,0003. Photoopier for HQ and AMRU.

10,0004. Drawing srage chests, fiing cabinets, etc.

TOTAL 200,000

Attacccat Inoaiwut or IN" sons

IPIPNIUT IUV3VTCS

Du? cm OGAMt CO_atn. AVAZIASU @o. to00 AM ttvm mthDB oo CAPCl"T * ws ACc tm KUSA Su-r tOUL cstrrZ (tOSEDi UV 2WOS D1. -"nupeTrack 6.0 e a 40,000.0 9 1 1 - 11 4 101. cargo ft Witbllydr. a" - 1 - - - I2. Pick-IV, *1 0 camei 4,kg 12,500.00 18 - - 10 84. ep, doublecabis 4OgW am - 8 - - - 0 4t. Pic" 160amln 2,550kg - I 2 a 1 4 - t. pi' , dobe cb p,700,kg a,0.00 I a I 1i -4 -7. 21-Seate "a 21-Seater 1a048G.oo I - - - I I*. sale" car lSooc. 12,00.50 4 - - - 4 2S. ater tanker 10,00 Lit 6s,000.00 1 - - - I a 10. StIn Distributor 6,750 Lit 2,00o.00 2 1 1 - 4 s 1 311a. csepol/e/lloy Empter a - - - 1 1 -it. Aqa trailor letter 1 - - - I Iis. rueck-souet Aqu jetter 70,000.0-14. 4-I Bard-top ag -Seter - 1 - - 11S. Water-cycle 0e8 - 20 - - 20 *1t. o 1oe d r 1.2Cm U 50s00.00 2 - - - 2 2 -12, WAeel oadorC/fezvatQr 1.ICu 3 50,000.00 2 - - 3 210U Trck-s ented scct. sweaper - 70,000.00 - - - - - - - 41i. _msor atteobuest - 12,000.00 1 - - -I I20. rrkltft -t - ' - - -21. Mcevatar, track-type - - 2 - 1 - 3 2

n2 o wctor rader with Scaritier 1400 - 1 - - - 1 * 22a. ater Graer With Ripd 1003W 140,000.00 - - - - - - 324. Dofer ttralc-tnye 140P 130000.00 1 - - - 1 125h ipper, fCr Door - 12,e00.00 - - - - - - -20. DMer with nipper ttack-typ 160G3 140,000.00 - - - - - . 327. StatiC Roller 10-12 two 45,000.00 1 - - - 1 1 I2t. Puuatie Rdller 10 toe" 4,000.o0 1 - - - 1 -5. vbratory q otler t to" 0o,0eo.00 - - - - - - -

daobl drus 6i0. Pedestrima Vibratory Rollre e50kg 9,000.00 5 - - 0 4 1t 21S1. Comcrete sier, large Ise ooltra. Saied 5,000.00 2 2 2 - 6 23, eceoerete RI= r, nll se IsOlta. Iued 2,600.00 4 - 4 - 12ludge 81_ S. r'0oo000 - - - - - S -24. Air esprs oer 7.0o/uls 27,450.00 4 - - - 4 4 27. need _umpe st keo.cU # 9,500.0 5 - - - s -IF S_d Trailer - 25,000.00 3 - - - 3 237. cold Itmelos Spryr 4501trs. 22,000.0 3 - - - S -N. ternal Coret vibrator SuP 1,600.00 - - - - - - 12at. te cetor 5o 2,400.4 - - - - - - 12 3240. agriuttrai Stactor 53 16,00.80041. tipping Treator Trailer 4- 22,000.0042. am daagNblgne - 4,oot.oo - - - - - - -4). wod aVI" machie - 4,500.40 - - - -t44. Apat a COCt w 0 ,10.0 - - - - - 12 45. Tailgate WA Agrovato 6Seader - 5,060.00 - _ _ 2 _ _0-46. sract sd with ad 40 toe,0.0 - - - - --

Traile Oh 47. 9uoumatIO rakr 2240. sitsme stotorg tank 2 25 *(with heating systm)

4. MIm. ho ms : .__ ...... a.nt .... ,,-2-

72

Page 1 of 3

RPULIC OF GHANA

URBAN TRANSPORT PROJECT

InssWionl Suppoit to Town & Cowea Planingand Mhst of Lecal Government

LAnduse Planning and Controls

1. Landuse planing and controls by the Town & Country Planning Deparment need tobe strengthened to create and mainain sound, dynamic urban forms with component layoutsof rational circulation sytem. Sustained town planning measures are required to protect andpreserve road reservations (and related infrastucture wayleaves), which form the base oftraffic circulation system, and which in Ghanaian circumstances are highly exposed toencroahments by land speculators and private developers long before public authorities areable to organize resources to construct them.

2. 'he landuse planning and control system suffers from:

(a) lack of maps for quick, reliable plan-makdag and landuse conflict resolution nrapidly expanding metropolitan and urban areas;

(b) lacking resources for day-to-day town field guidance and monitoring ofmutifrious prive and public physical developments competimg for urbanspace;

(C) Immobilty of suvey, inspectorate and monitoring staft, resultant weakeningor abandonment of public control over reservations for roads, public utilitiesand services; and consequeal encroachmts and severe constain inInfrastructure ad service delivery;

(d) lacking rerces for organizing and susaining public education to semre thecooperation of offending land-owners, developers and the general public; and

(e) poor development control recotds and information system, which 'ils torespond promptly to enquiries and service requests of developers, and winchthrer makes room for uncontrolled development in the rapidly expandingmetropolitan and municipal ceters.

3. Resources under this program for suppordng Town & Country Planning are to beallocated for: (a) strengthening the department's development control and records system; Ob)staff trainig and public educaion; and (c) vehicles for field operations and monitoring ofphysical development.

73 Ai=e 4&2Pag 2 of 3

4. 1 rspon to h critcal mapping needs for all settlements I the couty,comproeensive mapping requirement are receiving eion under the Envitonenta ActonPl1 Hence, the resources of this program ae resaved for the other oudined conerms ofthe deatmet.

(a) Dereleput Coate, wad Infomnlon Systm Required to renew andstrengthen the development control records and information system of the fivecities are:

0I) technical assistance to examine and establish an Improved,computerized system (cost $40.000); and

(ii) equipment for the improved system (cost $130,000).

@b) Vedes for Fe Owetens and Monitodag The five cites require pick-up to faiilitate the field work of survey, inspectrate and monitoring staff. Aprogram budget of $120,000 is allocated for 6 double cabin pick-ups and 10mot bicycles for distibution as indicated in the table below.

(c) Stf Dihatg and Pubic E aon Three categories of training and publicedcation are planned to receive support from the program.

'he first is an intal, upgrading staff trainig which wfll be required tomanage the development control records system to be overhauled.

Ile second would comprise of an overseas postgraduate course and anoverseas practcal attachment in transporatioplanning for em servnofficer. This training is aimed at imprving efectiveness in collaboration andmopea-tion between the Department of Town & Country Planning and theDepament of Urban Roads and others in urban transporation planning andmanagement.

Mm third will consist of seminas and workshops amed at oducang thepublic and secuing the cooperation of landowners and developes in managu growth, and in preventing and removing spatal obstructions In

-Inrsrcture and service delivery.

A tota of $55,000 is earmarked for education and taining, with saff traingeceivin $40,000 and public education having $15,000.

ipp to the MiAstry of La Government

S. The above outlined support to Town & County Plannig demands a tot programbudget of $385,000.

6. he Ministy of Locd Govenuent requitre improved statisticd aysis capacty.Twnty thousand dollars has been allocated for training and practical in tds fildd.

74 AnnexAPage 3 of 3

SMUppo to TDow Of Countr PlAnnng

SekondUlAccaa Kmsi Taloradi Tamale Tem $

Dsvelopmen Cg=WlRcod

Technical Assistance 40.000Equipment:

Computer 1 1 1 1 1Photocopier 1 1 I 1 1 130,000Ma Prie 1Shelves

Fied QW & Mobns

Vehicles (DC pick-ups) 2 1 1 1 1 120,000Motor Bicycles 3 2 2 2 1 20,000

Uziag g&. Public ducaEtion CCE)

Staff Tning 40,000Public Education

(Seminars & Workshops) lSOOO

Towal Town & Country Plaig 365,600

TrininMLQ)Taining and practical attacbments .20.0

TOTAL MLG & TCP

75 AnnexIflPage I of 12

RPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Urban ?Wzaspe4 Uni

Background

1. In Ghana the primary responsibility for the setting of urban transport policy is held bythe MOTC. However, the imple aion of the policy requires the cooperation of sevraother agencies including the Metropolita Municipal Assemblies who are legally responsiblefor the construction of all secondary and tertiary roads in the cities, the Department of UrbanRoads (DUUR) who currendy undertake the constucton and periodic maintenance of uraroads, and the Motor Traffic Units (MTU) of the Ghana Police Force who are responsible forthe enforcement of traffic laws.

2. To coordinate the development of urban transport policies, the government hasestalished an inter-ministerial Urban Transport Policy Committee (UTPC), chaired by theSecretary for Transport and Communications. The membership of this committee will includethe Secretary for of Roads and Highways, the Inspector-General of Police, and the Secretaryof Local Government. It is expected this committee will meet relatively infrequenlly to makeimportat policy and resource decisions. Technical and implementaon iu will bemanaged by the Urban Transport Implementation Committee (UTIC), chaied by the ChiefDirector (Planning and Implementation) from the MOTC.

3. The Ministry of Transport and Communications currey has very limited in-housecapability to undertake urban transport planning studies and analyze policy options. In thepast it has had to rely on ad-hoc assistance from consultants to perfom these functions.Given the inasing demands and complexity of transport services in the cities of Ghana, it isdesirable to strengthen the in-house capability within Ministry. The Urban Transport Unit hasbeen established to ensure that approprate advice can be provided prompdy to decisionmakers on all aspects of urban transport planning and policy. The UTU will also ptovide atechnical setarat for the UTPC and the UTIC.

Terms of reference

4. Specifically the duties of the UTU shall include:

(a) the establishment and maintenance of an urban transport data base;

O) monitoring the performance of urban public transport;

(C) undertaking planning studies for urban transport;

76

Page 2 of 12

(d) the _ of cotants udertak urbn transport studies for theMT;

(e) providing dvie and assistance with the preparation of urban transportlegsato;

(t) liaise with all other government agencies, including the municipal assembliesand the Department of Urban Roads on the provision of facilities for urbanpublic transport including bus lanes, stops and lorry parks and bus terminals;

(g) provide asistance to AMA, and the other Municipal Assemblies, on theestablishment and deveopment of parking and traffic units;

(O) liaison with operators of urban transport;

) fosteng urban transport research; and

(j) provide a technical secretariat for the Urban Transport Policy Committee andthe Udr Transport Implementation Committee.

S. 'Me Unit will be headed by a Deputy Drector, supported by a corcted UrbanTransport and stafed by five tansport planners and economists. Two of these staff membersare already in position and one will be added each year betweer 1994 and 1996.

* Deputy DlreOr A Pdncal Planning Officer will be appointed to head theunit. He or she will be responsible for the work of the Unit and will reportto the Chief Director (Planning and Implementation).

* U,eaM TAniapt Adviser See Attachment 1.

* halUn Staff 'he Director will be supported by five planning officers at theSenior Planing, Planning and Assistant Planning Officer grades. Each shouldhave an appropriate qugification In subjects such as civil engineering,economics, stadstics or computer science.

* Of her Adviors Speciaist advisors will be contracted to develop the capabilityof the unit to handle activities such as: regulation and magement of privaetransport operators; transpot legiWadion; transport surveys; transportmodelling and studies; and transport pricing and economics.

77 Anx4

Page 3 of 12

6. M.t,afs and Equpment lTe following vehicles and eqr pment wilM be pwvided fothe Unit.

Estimated Cost(S 000)

1. One 4WD vehicle 22.02. Two saloon cars for consultants 24.03. Two photocopiers, two typewriters, two PCs and sundry

equipment. two laser printers ,Q

TOTAL 90.0

7. A comprehensive training program will be prepared by the Urban Transport Advisrfor staff joining the UTU. Ihe objective wIll be to develop the analytical and policydevelopment skill of the members of the unit. It wIll have four major components:

(a) during the course of the UTP, three members of staff from the unit (at a rateof not more than one per year) will receive traning in either transportplanning, transport management or economics and specialist topics such aproject appraisa; policy analysis; management of private trasport operators;and road safety;

(b) short term secondments to overseas institutions and government agencies; nd

(c) on the job training provided by local and overseas consultant.

Work Ptogram

B. The work program for the Unit will include the following studies which wIll becarried out in consultation with DUR and the MMAs:

(a) regulatory options for improving the quality and quantity of public transpont inGhana (see Atachment 2);

(b) management of the lorry parks and bus teminals in Accr' (see Auachment 3);

(c) the management of ptring in central Accra (see Attachment 4); and

(d) options for the private-sector participation in the Government bus compaia(see ttanchment 5).

78 Aatex

Attachment 1Page 4 of 12

U-w, Duupei Adveor

Urbn Tfaport Advor

I1. An experienced expatriate trUanport planning speciist will be recruited to assist withthe development of the Unit and to provide advice on all aspects of urban transport policy andplanning. He will act as counterpart Director. His duties will include:

(a) proviing advice the development of the UTU's work program;

(b) planning and Implementation of uban transport training courses;

(c) providing advice surveys and their analysis;

(d) providing advice study methodology;

(e) provision of policy advice; and

(t) provision of advice to the Municipal Assemblies on policy implementation andthe management of urban transport.

2. The candidates for this position should have:

(a) an appropriate degree or equivalent in a subject such as civil engiern,economics or law, and a post graduate degree in transport plannig, orequivalent qualificadon;

0) extensive study andhor policy development experience;

(c) good com cation skills;

(d) ideally, worked as either a senior goverment decision maker andlor as asenior manager of a major public tnsport operator; and

(e) worked in developing countries, ideally in Africa.

79 Annlex 4AQAttachment 2Page 5 of 12

Regulatory Options for Improing the Qualty and Quantiyof Public Trmpn in Ghana

Objectives

1. To defie a revised regulatory structure for public transport which will encourage theprovision of higher quality services by the owners of the private buses.

2. The bulk of the public transport service in Ghana are provided by the private sectorusing a wide variety of vehicle types varying in size from four or five seat taxis, many locallymade buses and a more limited supply of purpose made buses. Both the vehicles in use andthe services provided are of a variable quality. Government formally licenses and regulatesall public tansport vehicles. However, there is no evidence that ere is any formal entrycontrol or that the current mandatory vehicle inspections have any significant impact on thequality of the vehicles that are in use.

3. All the services operate out of "lorry parks" (make-shift trasport terminals). Eachterminal is managed by a Union, of which the largest is the Ghana Private Road TransportUnion. The Union have particular set of operating rules which require operators to fill eachbus before it is allowed to leave the terminals. These rules delay passengers and make italmost impossible to board between tenninals. It leads to overcrowding of the terminals, arean excessive number, and that each is larger than would be required with regulations whichpromoted on-street and scheduled operations.

4. There are currendy about 21,116 registered taxis in Ghana, 20,911 tro-tros, and 2,099large buses. Many taxis are cuently used as shared taxis and operate as small but relativelyexpensive buses. In some streets of the central area they currently make up a very largepercentage (43%) of the traffic flow. These vehicles are making relatively inefficient use ofthe available road space compared to the larger public transport vehicles. There is a strongcase for promoting the use of larger more efficient vehicles.

Tasks

5. The study program should include the following:

(a) review the existing legislation, regulations and government practices, whichhave an impact upon the types of vehicle in use and public transportoperations. This review should indude all road traffic and transport laws andthe other regulations which may restrict the availability and use of vehiclessuch as import restrictions and duties and laws regulating the provision offinance for the purchase of vehicles;

(b) review the current methods of operations in the bus terminals;

80 Anne 410

Atment 2Page 6 of 12

(c) idendfy tie regulatory constraints, both official and unofficial, which shapethe public trsort system in Ghana;

(d) develop options for the reform of the regulatory structure which will promoteboth improved quality and quantity of transport and the use of moreappropriately sized vehicles;

(e) estimate and evaluate the impact of the options; and

(f) select a preferred option and prepare draft instructions for new legislation,regulations and operating procedures.

Input

* Urban Transport Policy Action Program, Ross Silcock Partership, 1991

Outt

* Report to the Urban Transport Policy Coordinating Group

Staff Input

UTU Staff 3 monthsUrban Transport Advisor 1 monthLocal Consultznt 3 monthsOverseas Consultant 0 months

81 81 ~~~~~Annex 4-10

Attachment 3Page 7 of 12

Beter Management of Lory Parks ad Bus Tenblms

Objective

1. To develop an operating strategy for the lorry parks and bus teminals in Accra,Kumasi, SekondilTakoradi, Tema and Tamale which will promote more efficient usage.

Bagumnd

2. The bulk of the public transport service in Ghana are provided by the private sectorusing a wide variety of vehicle types varying in size from large numbers of four or five seattaxis, many locally made buses and a more limited supply of purpose made buses. Both thevehicles in use and the services provided are of a variable quality.

3. All the services are operated out of "lorry parks' (make shift public transport). Eachterminal is managed by a Union, of which the largest is the Ghana Private Road TransportUnion. The Union have particular set of operating rules which require operators to fill eachbus before it is allowed to leave the terminals. These rules result in longer delays forpassengers, ensures that it is almost impossible to board between terminals and that there is alarge accumulation of buses in the terminals at any one time. This practice also means thatthere are l large number of bus parks and that each is larger than would be required withanother form of regulation wh!ch promoted on-street and scheduled operation. A change inthe operating rules for terminals may result in a reduction in the mber of terminals requiredto service the existing fleet.

4. The destinations served by each terminal is 'historical fact", current practice hasdeveloped over time with no opportunities to rationalize their use. For example, some longdistance services are required to cross the city center when it would be more efficient forthem to StOp outside the ring road. Current practice and usage also encourages large mbrsof shared taxis to enter the central area when it would be more efficient for central areaterminals to be served by larger vehicles.

Tasks

S. The study team will:

(a) review existing data on the location and usage of public transport terminals;

(b) make an assessment of fuure public transport demand in 1998;

(c) assess the impact of proposed changes in relations (see Attachment 1) uponfleet composition;

(d) assess the vehicuar demand for space in public transport terminals, bothexistng and fitre (1998);

82AnnLex 410Attachment 3Page 8 of 12

(e) identify possible new sites for terminals;

(f) develop alternative operating strategies for the terminals taking account thenumber and distribution of the terminals, the destinations of the routes to beserved from each terminal, and the size and type of vehicles which will bepermitted to use each site;

(g) evaluate options against economic, financial, operational and social criteria.(N.B. Full consultation with the Unions will be required), and

(0) evaluate existing charging policies and cost recovery mechanism with a viewto substantially increasing revenues collected. Recommendations should bemade on charges, collection methods, accounting and auditing procedures;

(i) assess the annual maintenance requirements and costs of the rehabilitatedparks and recommend means of funding maintenance from revenues collected;and

-a) select option and prepare implementation plan.

inputs

e Reports by Comptran prepared for MOTC

* Outputs from study of bus regulations (see attachment 1)

Outputs

* Report to the Urban Transport Policy Coordinatg Group

Staff Inputs

UTU Staff 6 monthsUrban Transport Advisor 1 monthLocl Consultants 6 monthsForeign Consultants 0 months

Go~~~~~~~~~~~~~~~~~~~~~.

~~~~ I!~~~~~1 be~~~~UI*I I I~J

84 AInnex 4:10A4

Page 10 of 12

Inputs

ADTMIS Report

* TDP Report

* Comptran's report prepared for MTC

Outputs

* Report for submission to the Urban Transport Policy Committee and theMunicipal Assembly

Staff Inputs

UTU Staff 4 monthsUrban Transport Adviser I monthLocal Consultants 3 monthsForeign Consultants 0 monhis

85 Anng 4:1

Attachment SPage 11 of 12

Pdvae Sedor PWdpation in the Goveenwat Do Coadaes

A Shwy of Opdions

Objective

1. To increase the efficiency of the three government owned bus companies throughprivate sector participation.

Background

2. 'here are three publicly owned bus companies in operation in Ghana-State TransportCompany (STC), City Express Services (CES) and Omnibus Services Authority (OSA). STCoperates only between cities while CES and OSA have a mandate to provide urban services.However, both these companies have found it increasingly difficult to compete with theprivate sector in the cites and have effectively withdrawn from urban operations. Tbistendency has been reinforced by the decision of govermment not to subsidize direcdy theoperations of the companies and the increasingly bad traffic congestion in the center of Accra.

3. Despite the decision of the government not to pay direct operating subsidies eachcompany is receiving less direct support forms of financial support from the government. Inparticular, the government Is guaranteeing the loans entered into by the companies to purchasenew buses. From the iormation available, the recent borrowing of OSA and CES are stillhigh compared to their respecve fare tevenues. It is probable that the financial linksbetween government and the companies will once again become apparent once the governmenthave to pay out gainst the loan guarantees.

4. Ihe oppornity for reducing costs in Ghanas public bus companies are certWin.Private sector bus operation is already the standard in many countries around the world, suchas in the UK (outside London), most countries in South America and in many countries inAsia such as Hong Kong and Korea. Also even where public bus companies remain ingovernment ownership, costs have been reduced substantially where they have been requiredto.operate on a 'level playing field", in direct competition with the private sector, and whereonly targeted subsidies are paid for the provision of specific services.

Tasks

S. The study team will:

(a) prepare company profiles including an:

(i) evaluation of physical assets;

(i) evauation of current operations;

(iii) aement current financial performance;

86 Annex 4rlAttacment SPage 12 of 12

(iv) evaluation of future markets;

(v) estimates of future trffic; and

(vi) estmate crrent future financial position assuming minimum change toexisting companies.

(b) define opdons for private sector participation including: enployee ownership;private magemeutlpublic ownership; contracting out selected functions (es.all or some mainac); sale of company; and, sale of assets;

(c) estimte coms and benefits of each options using social, fmancial andeconomic arguments;

(4) evaluat optons agnt both social, ecnomic and finsa criteria and

(e) select option and prepare implementation or divestiture plan.

inputs

* Company accounts

* Past government reports

* Rers to the Urban Trasmport Policy Coordinating Committee and theDivestwe Implementation Commnittee

Staff Inputs

UTU Staff 3 monthsUrban Trasport Advisor 1 monthLocal Consultant 3 monthsExpatrte Consultants

Bus Specialist I monthAccontA 2 months

87 Annex 4-11

Page 1 of 5

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Dr4ft TOR for Oa Roa Safety CoMoaent

1. This component will build upon the foundations created by the Ghana Road SafetyProject which formed part of the first Transport Rehabilitation Project (IRP-1). As part ofthis Project a National Road Safety Committee was established along with the institutionsrequired for accident data collection, enforcement, vehicle inspection and the design andimplementation of remedial measures. In addition, an Road Safety Action Plan (RSAP) wasdeveloped which provides a framework for all existing and future road safety activities,including those included in the Transport Rehabilitation Project C(P-2) 1 and the componentincluded in this project.

2. The National Road Safety Committee (NRSC) is supported by a full time secretariat.It is responsible for the coordination of road safety activities; organization of publicity andeducation campaigns. In addition there are four other goverment agencies that have inter-locking road safety responsibilities, as follows: Ministry of Transport and Communications(MTC) (traffic legislation; vehicle inspection; driver licensing); Ghana Police Service-MotorTraffic Units (MIU) (enforcement, accident recording, accidient investigation); Building andRoad Research Institute (BRI) (collation and analysis of data); and Department of UrbaRoads (DUR) and Ghana Highway Authority (GHA) (road safety audits of new andrehabilitated roads, design and implementation of remedial measures).

3. Although these institutions are in still in place, it is clear that, given the competingpriorities in all agencies, road safety is not yet receiving the attention it deserves. Hence, theprimary of objective of this component is to provide the additional support necessary toensure that the institutions created and equipped by TRP-1 and TRP-2 can tackle road safetymore effectively. Specifically, the component will strengthen the coc.dination of nationalroad safety institutions and addresses the road safety needs in the major cities of Accra,Takoradi-Sekondi, Kumasi, Tema and Tamale with particular reference to the safety ofpedestrians and the users of non- motorized vehicles.

' TRP-1 established a full time Natonal Road Safety Committee (NRSC); set up anaccident recording and data collection system; identified accident black-spot locations andassisted GRA and DUR with the design of remedial measures; improved police enforcement;improved vehicle testing and examination facilities; and provided consultnt services. TRP-2provided some additional support to the NRSC and for accident recording and analysis;provided continued training for OHA and DUR and materials for the implementation ofremedial measures; provided additional support and training for the MTU; expanded thevehicle examination and inspecton facilities; provided additional local and oveseas trainingfor the staff from all agencies involved; and made available 3 man-months of consultantsinput.

88Annex 4-11Page 2 of 5

4. Given the institutional complexity of this project component, an expatriate projectcoordinator, a Road Safety Adviser (RSA), is required to assist in developing the detailedprogram for each sub-component, to monitor progress and to assist government with theattainment of the program objectives. The consultant should be a technical specialist withrelevant technical and management experience. Move detailed terms of reference for the RSAare provided below.

S. It is envisaged that the RSA would make an extended visit to Ghana early in theproject followed by visits of one month at approximately four month intervals (15 manmonths total) for the balance of the project. Shorter visits by specialists in disciplines such asdrive training, enforcement and vehicle inspection would be scheduled as required.

6. Ihe component will have four parts which are designed to:

(a) improve coordination of road safety activities;

(b) promote the safety of pedestrians and NMV users;

(c) strengthen the Vehicle Examination and Licensing Division;

(d) strengthen the operations of the Motor Traffic Units of the Ghana PoliceForce; and

(e) train UTU staff on road safety issues.

Coordination of Road Safety Activities

7. A primary objective of this sub-component is to raise both the political importance ofroad safety while promoting and facilitating the improved coordination and development of allthe agencies. Ihe is sub-component will:

(a) provide technical assistance and support to the National Road SafetyCommittee (NRSC);

(b) assist the NRSC with the establishment of regional committees for majorcities; and

(c) assist the NRSC with the establishment of a sub-committee for legislation.

8. The assistance will be provided by the Road Safety Adviser. Additional mateas,listed in Annex 4A, will be provided to support the NRSC and the regional sub-committees.

Prmote the Safety ot Pedestrians and NMV Usm

9. This part of the component will highlight the safety of pedestrians and the users ofNMVs. An analysis of the accident records shows that over 40% of accidents in GOhaInvolve pedestria. By international standards this is a very high percenage. Further, theuse of NMVs In Accra, and in particular cycles, is to be promoted by this project. It will:

89 Annex 4-11

Page 3 of 5

(a) provide support and assistance to BRRI to design a research program todetermine the major causes of pedestrian accidents;

(b) provide assistance and training to strengthen the DUR's abilities to designremedial measures; and

(c) assist NRSC with the design and implementation of school and communitybased campaigns designed aimed particularly at pedestrians and cyclists in thecities.

10. Assistance will be provided by the Road Safety Advisor with additional inputsprovided by local consultants to assist the collection of accident statistics and the design andimplementation of the publicity and education campaigns.

Strengthen the Vehcle Examination and Licensing Division

11. TIRP-1 and TRP-2 have provided equipment for four of the Divisions' eighteeninspection stations to improve its capacity to undertake the inspection of vehicles. Theprimary objective of this sub-component is to ensure that this equipment is used moreefectively. Other objectives are to faciitate a moderate expansion of the vehicle inspectionprogram and an evaluation of driver examination procedures and practices: The sub-component will:

(a) review and strengthen vehicle inspection procedures;

(b) provide furier training of inspection staff;

(c) review and Strengthen driver testing procedures;

(d) provide further training for driving examniners;

(e) preparing guidelines for students and examiners;

(t) review associated legislation and propose amendments; and

(g) provide equipment and materials, as listed in the Attached Annex.

12. The Road Safety Advisor will provide assistance to the MTC with the preparation ofterms of reference for short term consultants to review the effectiveness of the existing vehicleinspection and driver trWaining progams. Both studies will include reviews of: existingprocedures and practice; existing legislation; the revenues and costs of the programs; andexistng recruitment, training and other aspects of staffing policy. The studies wilrecommend appropriate changes to the programs and legislation.

13. The Road Safety Advisor will assist the MTC with the implementation of the dhangesin the programs and the legislation.

90 Axnex 4-11

Page 4 of 5

Strengthening Role of the M1TU

14. The MTU lack the necessary resource to fulfill their responsibilities effectively. Thissub-component will:

(a) review and strengthen the performance of MTU training programs;

C.) review and strengthen the role of MTU in cities using central Accra as ademonstration project; and

(c) provide equipment and materials as listed in the attached Annex.

15. The Road Safety Advisor will assist the Deputy Commissioner for Police responsiblefor the MTU with a review of his local training programs for his unit. This review shouldemphasize the training needs of the trainers. He should assist the Deputy Commissioner withthe implementation of the agreed program.

16. Ihe Road Safety Advisor should also with the MTU with the design andimplementation of a demonstration project for central Accra (the area in Accra covered by theinvesment component of this project) which can be used to demonstrate the importance oftrffic enforcement and road safety in the city.

Road Safety Adviser

17. The Road Safety Advisor (RSA) will provide advice to the Ghana government on allaspects of road safety. He wIll be appointed by the Government of Ghana and will be reportto the Chief Director (Planming and Implementation). He will be attached as an advisor to theNational Council for Road Safety and will report to the Director.

18. The general duties of the RSA will include:

(a) to provide advice on all aspects of road safety including: data collection andanalysis; design of engineering remedial measures; design of educationcampaigns; vehicle inspection and driver training; and police enforcement;

(b) to design training courses; and

(c) to teach selected courses.

19. The specific duties of the RSA shall include:

(a) advise on the operations of the NRSC and the establishment of regionalcommittees;

(b) adviser to a research project studying pedestrian safety;

(c) assist with design of taffic engineering remedW schemes;

91 Ann &11Page 5 of 5

(d) advise on the design and Implementation of educaional and publicity sdmdirected at pedestriwa and users of NMVs;

(e) assist with the preparation of the terms of reference for review of the vebicleinspeco and driver licensing programs;

(t) assist with the design of training programs for traffic police proel; and

() assist with the design and implementation of a taffic enforcementdemonstation project for Accra.

20. Qalnie The RSA wll have at least 10 years exsperence of road safetyactivities with management and policy making experience. All qualified candidates are likelyto have:

(a) a degree in civil engineering or equivalent;

@b) a higher degree in transport planing and egieering;

(c) mangement experience of road safety activities;

(d) policy making experience;

(e) good communication skills; and

(t) work experience in a developing county, preferably in Africa.

21. Terms of Apolsment lhe RSA will be appointed for a the duratio of the UrbanTransport Project to provide an input of approximly 15 person monts over a 4 yeapriod. Mhe input during the first year wfll be 6 months and 3 months In eac of thefWlowing 3 yeas with the consultant expected to make at least 3 visits every year,

Traig

22. Trang provided as part of this project component wil be designed to reinforceexisting slll in aU instttions withspecW attention being given to the tanng of trainerslithe MTU, the NRSC, VELD and the MTC.

92

Page I of 6

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Ministry of Roads and HighwaysDepartment of Urban Roads

Orgadzton wad Management tdes - Draft Tenns of Referene

Bakground

1. Tne early years of Ghanaian Independence saw a program of acceleraed developmentof urbam infastuctre, particularly in the areas of road construction. The responsibility forthe main ce of this network was left entirely In the hands of the then Municipal/CityCouncils which unfortnately did not have the requisite material or human resources for thistask In 1987, the Department of Urban Roads (DUR) was established and made responsiblefor Development, Maintenance and Traffic management for the entire network in the cities ofAccra, Kumasi, Sekondi-Takoradi and Tema. ITese responsibilities will be spread to othercities and towns in due course. Presently under the Urban II project between the Governmentof Ghana and the World Bank, Tamale roads will be added to Department of Urban Roadsoperations. The Department of Urban Roads is one of the three agencies under the Ministryof Roads and Highways. The other agencies are the Department of Feeder Roads and GhanaHighway Authority for Trunk Roads. The Departmert of Urban Roads administers a total of1,800 km in the four urban centers of Accra, Kumasi, Sekondi-Takoradi and Tema and isheaded by a director who reports to the Minister responsible for Roads and Highways. TheTerms of Reference lays the basis for a study of the organization and management of theactiities of the Department of Urban Roads and the vertical, lateral growth of the departmentin light of the current Civil Service Reform Program as well as the Local Governmentdecentralization law of the government.

Objective

2. The objective of consultancy services under this Terms of Reference are:

(a) Develop the most appropriate organizational stucture for both the Departmentof Urban Roads, Head Office and the regional levels to effectively manageand monitor its operations;

(b) Job description, classification and staffing requirements for Department ofUrban Roads both at Head Office and the City Roads Units within the contextof increasing responsibility and expansion in urban road rehabilitation and

(c) Undertake a SWOT analysis and make recommendations for reducing threatsand strengthening weak areas;

93 Anne 412Page 2 of 6

(d) Dtrmine Departmen of Urban Roads staffing requirements and trainingneeds within the medium and long term including a specific progism to befunded under the UTP, to match DUR's increasing work load;

(e) Assess DUR's work load and level of distributzj.n between force account andcontract in order to arrive at the most cost effecdve overall performancetaing into consideaton DUR's oveal role and strategy and Governmentdecentralization policy;

(t) Review the relationship between DUR and the various MetropolitanAssemblies under the Government's decentralization policy;

(g) Develop strategy for DURs growth both lateraly and vertically, i.e.modalities for the establishment of new DRUs in other regions;

O) Identify staffing needs and other resources required and put forward proposalsfor establishing a district roads unit in Tamale; and

(i) Coordinate study with Management Services Division of the Office of Read ofCivil Service to incorporate reconmmendatiens from the civil service reformprogram.

Scope of Consultant Services

3. The consultant shall study present DUR's requirement and orational structure,effective management of its operation, relationship between DUR and the district assembliesand staff training within the broad objective of DUR and Government decntraization policyand recommend improvements to DUR to operate efficiently. Tle consultant shall review allavailable studies especially the recent Civil Service Restructure and current legislation ofGovernment within the Roads and Highways and local Govemment sectors, identify theatsand weaknesses of the present organizational structure of DUR and address inconsistencieswithin the context of such legislation. The consultant shall carry out the study in partnershipwidt the Management Services Division of the Office of the Read of Civil Service.

4. The consultant shall catry out the following:

(a) To study the present organization and functions of the Department and makerecommendations for its modification or strengthening, and identifyresponsibilities at different levels of management both within the Head Officeand the District Road Units.

(b) In the long term, DUR will be responsible for implementation of activities thatare ratonally centralized. This includes regulation and dissemination of ideasfor traffic management; overall transportation planning; manteace planning;standardization of design feaures including geometric, pavement, drainage,traffic signs and signals, pedestrian facilities, and relate these with thehierarchy of road and its function; annual budgeting; distribution of fundsfrom central Government; discussion with international lending agencies;training; research, equipment standardization; and other policy issues. The

94 94 ~~~Annex J1Page 3 of 6

Consultant sball investigate how the present set up could be enhanced toachieve the creation of D;strict Roads Units In all regional capitals and at alater date tper operations into system-wide planning and policy funtionsemnmerated above. A timetable for creation of the remaining road units andhading over of strengthened units shall he established, bearing in mind theavaiable manpower for doing so.

(c) For both the present and future functional levels, the consultant shall establishfunctional and administatve relationship between:

(i) DUR Head Offlce and Metropolitan/District Authorities;

(ii) DUR Head Office and District Road Units;

(ii) District Roads Units and their respective Metropolitan/DistrictAuthorities; and

(iv) DUR Head Office and Ministry of Roads & Highways.

Among other things the consultant shall propose suitable communicationchannels for the above mentioned agencies.

(d) Assess and recommend the most cost effective distribution of works betweenforce account and contract, as well as distribution of aninering studies anadesign and contract supervision services between department force andconsultant services. In particular review the implications of contracting outroutine maintenance works and prepare an action plan for consideration.

(e) Develop job classification, job description and staffing requirement of DUR toeffectvely implement the work program and distribution determined under (b)above and the Government of Ghana (000) decentraization policy.

(f) Review DUR's present functional and administrative relationship with theMRH and the District Assemblies and other Government agencies with theshort term and long term and recommend improvements to be made vis-a-visthe Government of Ghana decentralization and objective of DUR.

(g) Review policies and procedures presently being followed by DUR inprocrement, personnel management Including hiring, firing and promotion.Review policies relaing to management and utilization of funds and otherresources and based on the results of this review, recommend level ofauthority to put in place in DUR in the stated areas to ensure efficiency andcost effective implementation of DUR program adopted for the role of DURand the District Assemblies.

(i) Determine DUR's staff training and interim institutional support requkimentsand to develop a training program for appropriate career development leadingto DUR's self-sufficiency in carrying out its responsibility.

95Anlex 412Page 4 of 6

(i) Review present salaries and allowances of DUR staff with other Governmentagencies and other similar organizations in the private sector and assess itsimpact on performance and in close consultation with relevant governmentministries and recommend revised salaries and allowanc for the different jobclassifications.

U) A review of the stru,ture of the Organization and Management model of theon-going management information system (MIS) in the MRH and DUR toensure their compatibility.

(k) T'he consultant shall study the existing accounting system for DUR's internaloperation and make modifications in line with his recommendations.

1) Ihe consultant shall establish a budget preparation program, based on atimetable for data collection from the cities and analysis at the Head Office, tobe ready for discussion in the first week of September each year. The outlinefor this must be computer based and properly integrated into the accountingsystem.

(in) To ensure that proposals are in line with the on-going civil service reformprogram and existing civil service procedures, the consultant shall team upwith the Management Services Division of the Office of Head of Civil Servicewhich will provide about 3 manmonth input for the study. Among theservices to be provided are:

(I) establishment of a cemeof servic for various grades in theDepartment;

(ii) introduction of the Performance Evaluation System; and

(ii) obtaining approvals for DUR's enhanced staff compliment and specificapproval for staff compliment for Tamale DRU.

(n) The consultant shall identify resources including manpower levels required forthe establishment of a District Roads Unit in Tamale, and based ondiscussions with DUR, Tamale Metropolitan Authority and the Office of theHead of Civil Service, establish a timetable for the establishment of the unit.All Government approvals shall be obtained by the consultants, including theapproval of staff complement for the unit, and recruitment of a core staff tostart road maintenance operations.

Based on the findings above, the consultant shall prepare a practicalrecommendation on the most appropriate organizatonal structre for DUR Inrelation to the various District Assemblies. The consultant shall specify theadvantages of the recommended organizational structure and makerecommendations on DUR's effective planning, programming and monitntrof urban roads development, maintenance, internal administrn ofpersonnel, budget and budgetary control and other resources, as well asprocurement 3f works, goods and services.

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Facdlities to be Provided by DUR

S. Department of Urban Roads will assist the consultant with all report and infonationrequested to enhance the work of the consultant. Relevant information on presentorganizational structure, personnel management, budget processing, procurement procdue,position classification and status of staffing will also be provided.

6. DUR will provide an office space for use by the consultant, vehicles required for theproject should be costed in the financial proposals under reimbursable items. DUR will alsoassist the consultant in obtning relevant information from Government agencies. TheDirector of DUR and the Chief Executive Officer as well as the various City Roads Engineerswill always be available periodically to review the status of the study and assess the approachand practicability of proposals. The consultant will review the present organizational struchteof MRH (Civil Service Reform Program), DFR and GHA as well as any study done by theseagencies on their organizational and management structure.

Staffing and Time Schedule

7. Based on Terms of Reference, about 10 manmonth of consultat input plus 3mm inputfrom Management Services Division of Office of Head of Civil Service will be required.Consultant to comment on this.

StaMng

d. In order to carry out this assigment, the consultant team may require the followingpersonnel input in various stages of the study:

(a) An Organization Methods Specialist with a minimum of 20 years experiencein management of public works agencies with relevant experience in adeveloping country (Project Manager - 5 manmonth).

(b) A Senior Public Expert (Civil Engineer) with a minimum of 20 yearsexperience in management of public works agencies with relevant experiencein a developing country (2 manmonth).

(c) Budgeting and Accounting Specialist with a minimum of 10 years expedence(2 manmonth).

(d) Management Services Division of Office of Head of Cii Service (3

(e) Computer Expert (1 manmonth).

lime Schedule

9. The consultant shall prepare and submit inception and fnal reports. The reportsubmission, review schedules and number of copies to be provided as follows:

97 MMRe 4.12Page 6 of 6

(a) Inception Report: (10 copies) witIn 4 weeks of commencement of the studyin Ghana, the consultant will submit an inception report outlining hispreliminary findings and general outline of the forms of organization to bestudied, proposed methodology and schedule for the remainder of theassignment

(b) Draft Final Report (10 copies) should be submitted within 12 weeb afterreceiving comments on inception report.

(c) Final Report: (25 copies) within S weels after submission of Er-aft FinalReport. Comments on Draft Final Report will be submitted with 3 weeks.Along with the Final Report will be proposed terms of reference for thetechnical assistance required to implement the recommendations of the study.

98 Annex 4-13

Page 1 of 4

REPUBLC OF GHANA

URBAN TRANSPORT PROJECT

Erablkshment of Pafu and lh2ffic Unitd the Meropolitan and Municpl Assembies

Badkrud

1. The five major cities in Ghana (Accra, Kumasi, Sekondi/Takoradi, Tamale and Tema)are experiencing trmendous growth mn size, population and traffic with attendant growth inenvironmenal degradation. There has been an enormous increase in vehicle population in thepast decade. Over 80% of the national vehicle fleet is concentrated in these cities. Thisconcentration of vehicles, while reflecting economic activities is also one of the main causesof congestion in the cities. Traffic congestion has reduced vehicle speed and increasedjouney times in these cities and thereby made the public transport system inefficient andexpensive. Moreover, the cities have not developed their parking infrastructure and aretherefore unable to provide adequate car parking spaces to meet current and anticipateddemand. Car parking in the cities therefore significandy contribute to the congestion anddisorder that has become characteristic of the CBD.

2. It is agaist this background of traffic congestion and the under-development ofpotena sources of revenue from parking that the Metropolitan Assemblies plan to set-upspecialist units - the Parking and Traffic Units, which will be responsible for policydevelopment and management of parking infrastructure and traffic in the five cities.

Pancilons of the Parking and Trmc Units (PTIUs)

3. The Parking and Traffic Units would be charged with the following responsibilities:

(a) to liaise with the Motor Traffic Unit of Ghana Police on the enfrcement oftraffic and parking regulations;

(b) to a:onitor and control traffic in the city;

(c) to develop, manage and mantain the parking infrastructure in the city;

(d) to liaise with private sector developers of parking facilities;

(e) collect and monitor parking revenues; and

(M) liaise with the District Road Units to maintain parking facilities.

Reours

4. Manpower 'he PlUs will be staffed by professional transport engineers, economist,traffic wardens and administatve staff. The PTU will be headed by directors who wiUl

99 Awnp 4:13Page 2 of 4

rePOrt W the Mpolitan Chief Executives. They will be responsible for formulation andimplementtion of parking policies in the Metropolitan Areas. The directors will be assistedby a team of transport professionals, technical officers, traffic wardens and supportingadministatve staff.

S. Orgaduzton Snwtre for the Pa6ig wd ?fic Unit Ihe organi'tionalstructures have been designed to assist the PTUs to play important roles in implemenftingcorporate strategies. The structres would define and assign task to specific departments andstaff. They would also help to establish lines of authority and communication.

I Metropobian Chief Executive

Director of Parking &Traffic Enforcement Unit

Policy DevelopmentAdministration & Ticket Parking Enforcement Marketng &

Sales Manager Maner Monitoring Manager

6. Polky Deeopment Managers Shall be responsible for:

(a) conducting parking studies to develop strategies for parking developnt ineach city;

(b) negotiating with private businessmen and financial institutions to developcommercial car parking stations in the CBDs;

(c) developing tickei system such as voucher system for paid on-seet andoff-treet parkirg;

(d) monitoring revenue from parking;

(e) development of parking facilities, pedsian walkways, and enbancement ofCBDs amenities; and

(t) coordinating with the Dpartment of Urban Roads in the development oftraffic policy and schemes for each city.

7. Parg Eborement Managers Shall be responsible for:

(a) the enforcement of day-to-day parking regulations and traffic laws in eachcity;

100 AM 4-13

Page 3 of 4

() coordinae with the Motor Traffic Units (MTU) of the Ghana Police in theenforcement of traffic laws;

(c) developing penaies for traffic and parking offenses;

(d) monitoring and collecting fines for traffic and parking offenses;

(e) accommodating vehicles charged witi parking offenses; and

(t) prosecuting owners of offending vehicles in traffic cours.

8. w and l&ket Managers Shall be responsible for:

(a) the day-to-day administration of the Parking and Traffic Units;

(b) collecting revenues from parking; and

(c) collecting revenues from private pazking opeators and contra operators.

Manageme-t Support and I scal Requirements

9. Around 22 months of local management and engineering consultancy support will beprovided to assist widt the development and implementation of admistrative, managementand accounting systems and car parking facilities. Particular emphasis will be placed onimproving revenues co'lected from lorry parks and bus terminals and making available moreoff-street parking. Terms of reference for these consultancy inputs will be prepared by theMMAs in consultation with DUR and UTU who will be responsible for preparing parkingpolicy.

10. The following logistical support will be provided to each of the five MMAs, inaccordace with their relative needs, to enable them fulfil their functions more effectively.

101 Anmsex43

Page 4,.of 4

~~~~~~~~~~~~~~~~L oisis.unr for Acmp

1. 1 pick-up 15,0002. 4 motorbikes 8,0003. communication equipment

- 1 base Staon 2,400- 2 mobile set 4.000- 2 hand se 4,000

4. office support- 1 computer (PC) & printer 8,000- 2 electric tpewriters 3,000- 1 photocopier 5,000- stonary, etc. 5,000

Total 54,400.00

I. Logisd Sunnort for Kumasi

1. 2 motorbikes 4,0002. 1 electric tpewriter 1,5003. 1 photocopier 5,0004. . aor & misc. 3,600

Total 14,100.00

IfL Lo cs Suguort for Sekondi/Taokoradi

1. 2 motorbikes 4.0002. 1 electic tewrie 1,5003. 1 photocopler 5,000

Tota 1050.00

IV. tsSuport for TemI

1. 2 motorbikes 4,0002. 1 electric typewriter 1,5003. 1 photocopier 5,000

Total 10,500.00

V. lcs SUm for ale

1. 2 motorbikes 4,0002. 1 electric pewriter 1,5003. 1 photooopier 5,000

Total GOJSM.

GRAN TOTAL 100,000.00

102 Ame 41

REPUBLUC OF GHANA

URBAN TRANSPORT PROJECT

CO_q4& lqps

INTERNAMIONAL LOCAL

Monfth MonthsINPUT MnrMnt

DEPARTMENT OF URBAN ROADS

1. Orgnization and Management 10 32. Maintenance Management System (Design and 20

Implementation)3. Studies for Future Projects 30 40

Sub-total 60 43

detailed-Design - 401. Access Improvements to Low Income Areas2. Rehabilitation of Lorry Parks and Bus Terminals S0

Sub-total 90

1. Accra Road Rebabilitation 66 1442. SekondiiTakoradi Road Rehabilitation 27 753. Traffic Management Improvements 7 304. Access Improvements to Low Income Areas - 90S. Rehabiliton of Lorry Parks and Bus Terinals- 75

Emvironmental Assesment. Mgnitoring and EvWafluton1. All works components. 10

Sub-otal 100 424

URBAN TRANSPORT UNfT

1. Policy Development Studies 9 30

Sub-total 9 30

TOWN AND COUYTRY PLANNING DEPARTMEN1T

1. Design of Development Control System- 12

Sub-total 12

MINSTRY OF LOCAL GOVERNMET

1. Management assistance to MMAs to establish parking uns. 22

TOTAL 169 621

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Page 1 of 7

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Coetvc Mangeent Spesit & Mankpl EngieerTenws of Reference

Ctac angamt Spiatsl

ntoduction

1. 'Me Department of Urban Roads is the Implementation Agency for IDA-sponsoredRoads and Transport SystemS Management of the Urban II Project ana the proposed Roadsand Traffic Management component of the Urban Transport Project A Project ManagementUnit has been created to assist the Department of Urban Roads in the coordination,monitori and reporting of all aspects of the two projects. This Terms of Reference seeks toltayout the basis for the services of a Contract Management Specialist (CMS) who will beresponsible for the Project Management Unit.

Objecives

2. The basic objective for these services is to engage the team leader who wUl beresponsible for the organization, management and effective utilization of the resources of theProject Management Unit to execute its functions.

Badcground Information

3. Objec*ive of PMU

(a) The Project Management Unit Is to assist the Department of Urban Roads(DUR) to coordinate and report on all aspects of the DUR component of theUrban I and the proposed Urban Transport Project.

(b) To mainain an accounting unit to facilitate payments for work done andprepare accounting reports in a manner acceptable to the Government ofGhana and IDA.

(c) To streamline procurent procedures for equipment and machines to bepurchased under the projects and to facilitate the setting up of a MechanicalWorkshop in the cities.

4. 1siag Orga_aton

5. OAler Key Personnd The following positions in the PM'J have been filled:

(a) Deputy Project Manager(b) Project Accounta(c) Mechanical Engineer

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Page 2 of7

6. Owr Ptojied Personnet It shall be the responsibility of the CMS to appoint vrioussupporting staff, secretaries and other ponnel required to support the core team In theirduties. The duties of such additinl staff shall be deflned by the CMS and his core team.

7. Seconde St4ff An eogee wil be seconded from the DUR to the PMU. Theofficer to be seconded will have experience in project coordination and reportin, with provenability in the use of computers. One programmer will also be initally seconded to the PMUto assist in seting up the computer systems. Subsequently he/she will be available to thePMU to solve specific problems for a stated period.

8. Organor*ad Snue of du PM( 'Me CMS shall be the head of the PMU andshall report directly to the Acting Director of Department of Urban Roads. Appendix showsthe relationship between Department of Urban Roads (DUR) and Project Management Unit(PMU).

Scope of Services of PMU

9. Pmojedt Coordiraag It shall be the responsibility of the PMU to coordinate allactivities under the Roads and Transport Systems Management Components of the UrbanTransport and Urban I Projects. The PMU shall facilitate the disbursement of budgetedamounts and ensure that project disbursement targets are met (see appendix ..... for itemizedcomponents of Urban II under DUR).

10. Projecd Acoandng The PMU will be responsible for the overall project componentaccounting and the management of Special Accounts for the IDA and other co-financiers.These duties shall include but not limited to:

(a) Review of atl invoices from contractors and suppliers to determine theirconformity with contract and actual progress and prepare the necessarydocumentation for payment.

(b) Preparation of quarterly and annual budgets for various sub-components of theproject.

(c) Maintain and control an expenditure stement for the project sub-component.

(d) Make disbursement requests to appropriate agencies like the IDA and GOG.

(e) Preparation of anmu accounts for the project for auditing purposes.

(f) Preparation of the final account at the c!ose of the project.

11. Pmject Pmurement The PMU shall be responsible for all procurement for the DURunder the project. These responsibilities shall include but not be limited to:

(a) Streamlining procuremet procedures for plants, equipment and supplies forthe DUR.

105 Annexk 41

Page 3 of 7

(b) Drawing up of specificatons for the ptocuementi of plant, equipment andsupplies.

(c) Setting up of a store management system for the cities under the jurisdictioof the DUR.

12. Pat & Eqsgpmea Maewane Workshop Ihe PMU shall be responsible for

(a) Desin and setting up of Mechanical Workshop and stores for the maiteanof plant and equipment to be purchased for the CRU's by the project and fiomother sources.

(b) Identify the required persomnnel for the workshops and assist in the recruitmentexercise.

(c) Organize a training progran for the personnel recruited for the workshops.

13. Projed Repoitg The PMU shall be responsible for the overall reporting on theRoads and Trausportadon Systems Maagements componen of UTP and Urban H. TMefollowing reports shall be presented:

(a) Monhl Reports Monthly Status Reports shall be presented to the DUR in 15copies. They shall include the stats of each project sub-component and asummary report.

(b) Quarterly Progress Report Quarterly Progress Reports shall be presented In15 copies. The report shal include progress reports on each sub-componentsnd a summary report. The report sal comment on problems andachievement and suggest measures for improving performace. The reportshall also present a forecast for the nezt quarter.

(c) ual Report The Annual Report shall be the updated 4th qur report forthe reporting year and submitted in 15 copies.

(d) Flna Project Report The Final Project Report shall include the final status ofproject and the extent to which inital targets have been achieved. A finalaccount sball also be presented in this report. Recommendation for fitrefollow-up projects shall also be presented.

RespoSnbility of Contract Management Specalist

14. The duties of the CMS shall include but not be limited to:

(a) the overall orgaization and management of the Project Mnageme teamincluding personnel and all other resources to accomplish the services as statedin 9-14;

106 Annex 4-15

Page 4 of 7

(b) ensure that the services are execed within the time frames set byrequirements of various project components;

(c) collating and compiling torts from other key personnel for presentation interms and format states in paragraph 13;

(d) attend and represent the DUR on Urban II and Urban Tnsport ProjectCoordination Committee meetng and report back to the Actng Director;

(e) he shall assist the DUR in the preparation of the Urban Traport Project andassume additional responsibilities similar to that proposed for Urban 11 whenthe project becomes effective; and

(t) he shall take up other related responsibilities as and when directed by theActing Director of DUR.

Competence

15. The CMS shall possess a graduate degree or higher in Civil Engineering. He shallhave a minimum relevant post qualification experience of 15 years and must have served in atop project manement position for at least 10 years.

Eqipment and Project Legistics

16. Offces The DUR shall provide adequate office accommodations for the ProjectManagement team at the DUR Head Office in Kaneshie.

17. Offiee Supplies, Equ*ment wad Veides Logisics for office operation and supplieswill be from a reimbursable revolving fund. Provision is to be made for a vehicle. Theconsultant is expected to make provisions for the mainteance, replacement, replenishmentand any additional requirements. However, all equipment and vehicles to be purchased underthe project will be handed over to the DUR at the end of the project.

Project Duration

18. The services of the CMS will be required for three years.

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Page S of 7

Inrduction

19. Ihe Departmem of Urban Roads Is cuentdy Implemendng an aspect of the UrbanTransport Project (UTP) which aims among others at reducing congeson and to facilitae thefee movement of goods and people to enbance the accelerated growth in the nationaleconomy as enviged in the Economic. Recovery Program of the Government.

20. Part of the IDA credit for the UTP is to be used to rehabilitate roads and operatetraffic management schemes witm the Ceral Business Districts (CBD) of Accra andTakoradi.

21. This terms of reference outlines the basis for the services of a municipal engineer whowill be responsible for advising the Director of the Deparment of Urban Roads on measuresrequired to minimize the effect of these rehabilitations and traffic management schemes onother government and/or private organizations as well as individuals within the CentralBusiness District

Objechve

22. The objective of this consultancy services is for the prospective consultant to act as anadviser to the Department of Urban Roads with the overall responsibility for overseeing andcoordinati as well as liaising with the Utility Services, the supervising engineer andcntractor on how best relocations are to be arrged and executed.

Scope of Services

23. The engineer wfli report to the Director of Department of Urban Roads and witl assistand advise him on all aspects of DUR actives that itrfae with other corporate bodies likethe Metropolitan and District Authorities, Utility Service Organizations as well as anyGovernment or public organization that by the nature of their operation affect the Deparmentof Urban Roads.

24. Specifically the duties of the municipal engineer will include but not be limited to:

(a) draw up appropriate sub-contract documents. Review existing sub-contractdocuments under the FIDIC IV and suggest changes that wiUl make itappropriate for use by Utility Agencies and mindful of the statutes thatestalished them.

By this the engineer will be expected to come out after due consultation witheach of these organizations with sub-contract document acceptable to DURand the various agencies;

O) helshe shall draw up procedure for reviewing claims by Utility Agencies;

108 Am4I1

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(c) review all estimates for relocation of services from the Utility Agencies and topoint out activities and relocations that amount to upgrading of services and tosuggest where appropriate cost sharing mechanism between Utility Servicesand the Department of Urban Roads for same;

(d) examine all proposals made by the Utility Services/Metropolitan and DistrictAssemblies to carry out relocations and advise the client in the most costeffective method of executing works;

(e) recommend to the Director of Department of Urban Roads necessary measuresto be adopted for the implementation of relocations;

(t) review the work program of Utility Agencies and harmonize witi that of DURcontactors to avoid and minimize delay to the contractor;

(g) check and recommend invoices submitted by Utility Agencies to thecontractor;

(I) he/she shall review all Utility Services drawings submitted and advise DURon timing of these relocation to avoid delays to the contractor. In otherwords, he/she shall anticipate likely conditions that may cause delay andsuggest pre-emptive steps to avoid them;

-Q! he/she shall assist the Department of Urban Roads to prepare utilities masterplan for Accra, detailing out all underground services on most of the majorroad corridors in Accra. The underground services should include but not belimited to:

(i) water mains and valve chambers;

(ii) P&T cable and junction chambers;

(iii) electricity cable ano chambers as well as substations and transformers,etc.; and

(iv) sewerage systems in Accra.

It is expected that the consultant shall devote 50% of his/her time to thisaspect of responsibility;

0) he/she shall organize regular consultation meetings with the appropriate headsof these utility organizations to harmonize procedures and update the masterplan;

(k) perform all other tasks as may be assigned by the client and those that in theopinion of the consultant are of good and sound engineering practice andessential to a harmonious relationship between the Department of UrbanRoads and the service agencies; and

109 Anp 415

Page 7 of 7

(I) offering onthe-job training to DUR staff to carry on such functions and torecommend training programs.

Competence

25. The Municipal Engineer shall possess a Bachelor's Degree or higher in ClvilEngineering. He/she shall have worked in a municipal council or similar organization for aminilmum of 15 years and must have served as municipal engineer or equivalent for at least 10years. At least S of the 10 years must have been in a developing country.

Equipment and LIstics

26. Offices Adequate office accommodation for the municipal engineer should be costedin the financial proposals of the candidate.

27. Logiic Logistics for office operation and supplies will be costed underreimbursable item. Provision should be made for vehicle as well as for maintenance,replacement, replenishment and additional requirements. However, all equipment andvehicles to be purchased under the agreement will be handed over to the client at the end ofthe project.

Reportg

28. The consultant shall submit an inception report on his assignment after one month ofengagement. Thereafter, he/she shall submit 10 copies of monthly and 15 copies quarterlyprogress reports. The fourth quarterly report shall be expanded into an anmual report of thereporting year.

Project Duration

29. The services of the Municipal Engineer will be required for a minimum of 2 years.This period may be exended as and when necessary.

30. The consultant may be expected to submit monthly invoices for payment of servicesrendered.

110

Page 1 of 3

RPUBlmC OF GHANA

URBAN TRANSPORT PROJECT

TOR for Dewdopnest of Madenanc Maageint Sytm

Badkground

1. lhe Govement of Ghana has embarked on an Urban Transport Project witiassistace from the World Bak to improve urban tr. -'iortation in the five main cides ofGhana by rehabilitating roads, improving traffic manai, -. ent and upgrading transport ternafacilities. lhe Department of Urban Roads Is responsiLle for implementing the roadcomponents of the project.

2. Under the program, a total of 18 km of roads in Accra and another 11 In in thecentral business district of SekondiiTakoradi will be rehabilitated with asphalt concretesurfacing, bringng the total of newly constructed asphalt roads in the five cities toapproximately 280 kilometers.

3. DUR administers a total of 1,763 km of roads in the four urban centers of Accra,Kumasi, SekondilTakoradi and Tema, and is expected to take over a fAther 100 km inTamale in the near future. A breakdown of these roads is shown in figure 1.2. in generalmost of the network is in extreme distress due to lack of adequate mantenance.

4. Road units have been established in Accra, Kumasi, Tema and Sekondi since DUR'snception in 1988, leaving Tamale as the only city whose roads ae currey being manaindby GHA. The Department has also established the following policy to guide its mintenanact1vities:

(a) provision of the desired level of service for both motorized and unmotorizedpublic by the preservation of the capital investment in the development of theroad inructure;

(b) development of Maintenance Management System, including the evolvementof performance standards and annual maiance program for the efficientutilization of available resources; and

(c) in cotlaboration with the Metropolitan/District Assemblies, to establih,strengthen and technically direct road units in all major urban centes fomaintenance of roads.

S. Ihe road units are generly ill-equipped to undertake the entire spectrum ofworks required of them, both in trms of personnd and equipment. The urban

transport project will attempt to address some of these shortcomings through variousinterventions including the preparation of a Minenance Management System applicable tothe urba environent in Ghana.

lll~~~~~Ane a4-16

Page 2 of 3

Objectves of Assignment

6. The study is aimed at assisting DUR to implement its maintenance policy tirough asystemic implementation program. The study should provide:

(a) a maintenance program designating specific goals and objectives in tems oftype and frequency of routine, recurrent and periodic maintenance;

(b) a budget and allocation resources determined by needs in terms of manpower,equipment and materials to accomplish the defined program of work for eachcity consistent with funding capabilities;

(c) communication of maintenance program objectives and authorization forspecific work in ways that supervisors and foremen will be eftectively guidedin their day-to-day work scheduling and performance; and

(d) reporting of work accomplished with periodic summaries and evaluation ofactua performance as related to program objectives and standard so thatappropriate management action can be taken.

7. It should cover all relevant information required for decision making on maintenanceof road work, levels of service and procedures for selection of maintenance action.

Scope and Ting of Service

8. The consultants work shall be carried out in two phases.

9. Phase one would involve review of all existing and proposed management andaccounting systems of the MRH and its agencies - ORA, DFR and DUR - to assess theirapplicability to DUR's objectives and to ensure that the MMS that is eventually developedwill facilitate transfer and comparison of information in the roads sector. The review shallinclude available road inventory forms and informaton. Particular reference should be madeto the existing MMS for GHA, the MIS for MRH and DURs accounting system. Existingfunding arrangements for maintenance works shall also be reviewed and recommendationsmade for Improving these arrangements. The consultant shall thereafter design a suitableMaintenance Management System for use by DUR.

10. The design should include definition of all work related to maintenance of the urbanroad network in each of the five cities and should reflect features peculiar to the urban roadsenvironment such as medians, curbs, lined drains, walkways, traffic signals, and streetlights.

11. Phase one shall be completed within two months from start date.

12. Phase two will follow after DUR has discussed and agreed the outcome of phase onewith the consultants, within two weeks of submission of the phase one report. his phase wilinvolve the installation of the MMS designed under phase one. The operational systems forboth hea office and the cities shall be fully set up and local engineers tained to man andoperate them. lTe consultant shall operate a 12-month pilot maintece project using thedeveloped MMS with assistance from engineers from the various road units.

1121Annex 41Page 3 of 3

13. The study shall be finalized within 24 months from the original start date.

Training

14. The consultant shall be required to work with three counterpart staff appointed by theclient. The staff so appointed - two maintenance engineers and one computer progranmer -will work closely with the consultant during the study so as to be able to interpret and amendthe final MMS developed by the consultant as and when required. The consultant shall directand supervise the work of the counterpart staff of achieve the desired objective.

Input to be Provided by CDent

15. Tne client shall provide all available information to the extent possible that will aid inproject implemention, and assist the consultant to establish contact and dialogue with alother governmental organizations.

16. Roads and maintenance engineers in each city shall give direct assistance to theproject team as and when required.

17. Ihe client shall promptly review all reports received from the consultant and collatecomments from other agencies for the consultants attetion.

Time Schedule and Reports

18. Ihe consultant shall prepare and submit the following reports to the client within thetime periods and in qualities indicated:

REPORT COPIES TIMING (monts from start date)

Ilcepion 15 1Phase I (iterim) 15 2Draft Final 15 15Final 50 24

19. The inception report shall reflect the consultants assessment of available data and theroad network in the five cities, and an outline of work to be completed up to the interlmreport.

20. The phase I (iterim) report shall include, inter alia, a revision of program forcompletion of the study and preliminary recommendations for the development of the MMSand instiutional reforms for DUR.

21. The final report shall include a computer program for the MMS, which shall becompatible with the MIS of MRH. It should also include manuals for the operation andupdating of the MMS for all levels of management.

113 Annx 4-17

Page 1 of 5

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Thaig Pwgnun

Introduilon

I Training will be provided to the following agencies involved in the project:Department of Uban Roads (DUR); Accra Metropolitan Roads Department (AMRD); DistrictRoads Units (DRUs); Urban Transport Unit MMTU); Motor Transport Unit; Building RoadResearch Enstitute (BRRI); Mimistry of Local Government (MLG); and the Town and CountryPlanning Deparment (rCP). The number of organizations involved reflects the diversity ofinterests in urban transport issues.

Objectves

2. The primary objective of the training program will be to develop skills in subjectsbeing directly addressed by the project, either related to implementation of the maincomponents, or in fostering policy development capabilities. The emphasis is on developingpractical, rather than purely academic skills. Advantage will be taken of the presence oftechnical assistance specialists, consultants and contractors to deliver in-country, on-the-jobtraining in their relevant fields of expertise, and appropriate sections covering this have been,or will be, included in their teras of reference and contracts.

3. In developing the program the following order of priority has been adopted indetermining the types, and locations for, training: (1) in-house; (2) in-country; (3) regional;and (4) overseas.

4. The training requirements for the organizations are described in detail below(organizations have been grouped by discipline) and outline programs are presented.Agreement on programs for calendar year 1994 wil be a condition of project effectiveness.

Dertmt of Urban Roads, Accra MetropoUtan Roads Department, and District RoadsUnits

5. &akgrouwd DUR's origins and longer term objectives are described in Ann 3-1.Its prlmary purpose is to admiister and implement, in consultation with the Metopolitan andMunicipal Authorities, through District Road Units, all aspects of urban road construction andmaintenance on behalf of the four main cities (Tamale will eventually be covered whenresources are made available), until such time as effective road departments can be establishedin the cities themselves. This process is already well advanced in Accra, where theMetopolitan Roads Department has taken over responsibility for road maintenance. Whenfiul transfer has taken place to all of the cities, the DUR will become a smaller organizationproviding specialist assistance and concentrating on long term planning, policy development,research, standardization and manpower development. It is envisaged that some of DUR's

114 Amu &17

Page 2 of S

staff wHil move to the city road depatments, though the modalities for this have stll to beworked out by Governmnt

6. DUR has 28 senior (professional) and 522 junior (sub-professional) staff, whichincludes the AMRD and DRUs of Kumasi, Sekondi/Takoradi and Tema. nhe junior staffcomprse offic; support staff and the direct labor forces of the four cities who carry outroutine manteace activities and a small proportion of periodic maintenance. Eighty percentof all maintace is caried out by contractors.

Training Program

7. An organization and management study (see An= &I2 will be carried out, whichamongst o ber thipgs will assess the training needs of DUR's professional staff and prepare atraining ph for implementation under this project. For the professional staff it is envisagedthat this will focus on project management and the new developments being introduced in theproject such as traffic management and control, maintenance management and non-motorizedransport. Courses are available at local training institutions such as GIPA, MDPI, GHEand through the Govenment Secretariat to enhance office support skills. Training for theDUR and DRU operatives is likely to be most effectively carried out on-the-job as has beensuccessfully carried out under the TRP projects. An outline of the expected training programis given in Attachment 1. Submission of a detailed program for 1994 will be a condition ofproject effectiveness.

Urban Transport Unit

8. The Urban Transport Unit (UTU) has been established, within the MOTC, fromscratch, in order to provide a focal point for the development and coordination of urbantransport policy. Initially it has been staffed by a unit head at Deputy Director level and twoeconomists. Over the project period the professional staff will be built up to six, includingthe unit head.

9. Tranpottion policy and planning expertise is required at the Metropolitan Assemblylevel and so, over the medium tem, the UTU will spawn city unisimilar tothe DisfdrtRoad Units that have been established by the Department of Urban Roads. Ihere is a needtherefore first of all to train and develop the expertise of transport planners and economists inorder to bufld up an effective cadre of expertise within the UTU.

10. Two staff from the UTU will therefore be sent overseas for transportplan !ing-transport economics training. Only one person wil be sent fo training at a time andat least three professional staff will remain in the unit at all times. On-the-job training willalso be provided by the Urban Transport and Road Safety speciLists being hired to providetechnical assistance. lTeir trms of reference and those of other, short term, consultantsproviding inputs on parking, bus teminal management and regation of public transportinlude speciflc training objectives. Provision has also been made for aahments to siMnaregiona and overse units and for staff to atend relevant conferences and semnars.

11. Details of the training program are given in Attachment 2.

115

Page a of 5

Motor Tranport Unit, Building Road Researeb Jntltute, Vehicl Examination andULceing Deparmni t, and Natonal Road Safety Co_nslon

12. Provision has been made for short term atacme to more developed institutions inthe region and overse. Costed dets are given in Attacbment 2.

Miry of Loa Government and Town and Country Plnning Deparbtent

13. Traing wil be provided to TCP staff in suport of the new Development Contrland Information system being provided through the project. Ihe consultants designing thesystem will be required to develop an in-house training course and to train two tainers topresent it.

14. A staff member from MW wilU be sent for overseas transport planning training tostrengthen MLG's capabilities in this field and to ensure that transport issues are taken fullyinto account in overall planning policies decisions. Provision has also been made for shortterm regional attachments to widen the experience of transport planning staff.

15. Details of the training program are given in Attachment 2.

116 AUg4172Atachment 1Page 4 of S

Otie TaJrl igimw for DCZ AAfiO and DRU

Unit Cost Total Cost

Item ($000) No.of Staff ($S000)

A. Seior Saff

1. Overseas training in traffic engineering. 30 3 90

2. Short courses (up to 6 montbs) in pject 1S S 75and contra management (regio andoveseas).

3. Short courses (up to 6 months) in road 1S 5 75mantenance (regonal).

4. Attaments(up to 3 months) to regional 10 4 40and overseas organizations to developmanagement, road manence and non-motorized transport skills.

S. Participation in relevat conferences and 4 5 20

6. Operation of maintnance management included inISysten consultant

contrc

Sub-total 300

B. Sub-Professional Staff

1. Coziputer skills. 10

2. Upgrading support staff skldls. To be 10determined.

3. Equipment operators courses at MTPU. 20

4. TaIning equipment for MTPU.10

S. Development of in-house training for roadmaintenance crews. SO

Sub-ot 100

117 AM 417

Attament 2Page 5 of S

Tmrad Programs for U V, MTO VE, NRRM, NRSC, TCP and MLG

Unit cost No. of Total CostItem (S.000) Staff ($S000)

A. Urban Transport Unit

1. Overseas training in Transport 30 2 60Planning\Ecoomics.

2. Short-term atachments (up to 3 months) 10 6 60to regional and overseas transport planningunits.

3. Participation In relevt conferences and 6 S 30seminars.

4. On-the-job training fiom TA specialists includedand consultant.

TOTAL lSO

B. VED, BRRD, NRSC and MT1J

1. Short-term aachms regionaly and 10 11 110overseas.

C. Mnistry of al Government and Townand Country Planning Departmnt

1. Training in Transport Planning. 30 1 30

2. Short-term attachments to transportation 10 3 30plamnng departments regionally andoverseas.

3. Development and Implemenion of in- 10 sum 10house training for Development Control adImplementaion System.

TOTAL 70

Preheat Launch Workshop Mid-term PAWiewProleat Cmlto

AppOInt supervision consultantsInvite fenders construction

Appoint supervi.Lon Consultant.Invite ltendrs conatruotion

Appoint Supervision Consultantsinvite ?MendarsCometruotioat

sokond.l Itrpkrnd AAppoint Supervision Consultant.Isvito Vendors.Construction

O,uoSn Xonrovment* An Fly* CA&A.Appoint Superviuion Consultant.x

construction M I M II IIIioad.# *dation Ne.are. An 7A.. CIt$..

Id*ntity Locations pesga - Dunt

.r..n*n&t fekflnal flehabIlIetLronAppoint Desig conuuiants DeeIgnIIIIIwvitetndr4 Construct

Rumbsi

tamale

0 CD

INPLNU?AUTON SCEUDULS

1993 1994 1995 1996 1991 1099

Appoint vesign consultants IDesigjnInvite fonder*Consltruction

PIlot MM? PethgAppoint Superwialon Consultanto Invite tenders construction

Prepare fender DocumentsInvite fendre sAward Contract DIliver

NRoad MalstMenao Eculmient fr goD. ANRV A DROsPtorepr Tender DocumentsInvite tenders Ava*d Contract

ADevert I-

.iaa cont raceot lne

AdvertiseAwazd Contract

,.atnA.atlon and Mlanaaqinag StUdy £ PM)Invite ProposalsAward Consultanoy A Implement

B*Rvdt praleat InGmgSalftAdvertips,eAward Contract 4, Implement

rr.leo lqanaasemna SnAR"%V hAltAward Contract £ Implement

AdvertiseAward Contract & Implement

Amln x4gnawnga jtafatoaange t£flAdinflt Oyatr..Invite ProposalsAward Contract S Implement

"00

120

REPUBLiC OF GHANA Annex4-19URBANTRANSPORT PROJECT Page 1 ot6

COST SUMMARYTOTAL TOTAL

COMPONENTS BASE COSTS INC. CONT.1. DUR ADMINIS TERED COMPONEfNTS

A. ROAD REHAIUtATiON() Acora CBD Roads 25.34 3086(II) Sekond/Takoradi Roads 11100 13.27

Subtotal 36.34 44.13B. TRAFFIC MANAGEMENT IMPROVEMENTS

(q Trafflic Eng Improvement (5 Cities) 2.00 2.52(ii) Tffi Management Improvements Accra COD 2.80 338(Ill) Tramic Management Improvements SIT CBD 1.30 1.6(iv) Accident Reductlon Measures (5 Cities) 1.80 2.31

Subtotal 7.90 9.77C. TRANSPORT TERMINAL REHABIUTAtION

(I) Kumasi 1.50 1.75(ii) Accra & Tema 4.00 4.75(Hl Tamale 0.25 0.30(iv) SekondifTakoradi 0.81 0.97

Subtotal 6.56 7.77

D. IMPROVED ACCESS TO LOW-INCOME AREAS & NM PATHS(I) Acuess Improvements 7.54 9.30(i Pilot NMV Pafts 3.00 3.40

Subtotal 10.54 12.70E. EQUIPMENT FOR INSTITUTIONAL STRENGTHENING

(i) Road Maintenance Equipment - OUR, AMRU & DRUs 2.00 2.33(U) Office Equipment & Vehicles 0.20 0.23(iH Estabilsh Parking Units in MMAs 0.10 0]

Subtotal 2.30 2.68

F. TECHNICAL ASSISTANCE & TRAINING(I) Policy Support

Organization and Management Study 0.20 0.21(ii) Project Preparation & Implementation Support

(a) Detailed Design - Access Improvements 0.16 0.17(b) Detaibd Design - Terminal RehabiliatIon 0.20 0.21(c) Supervision - Terminal Rehabilton 0.30 0.33(d) Supervision - Accra CBD Roads 1.50 1.68(e) Supervision - Sekondt/Takoradi Roads 0.8S 0.68(f Supervision - Junction Improvements 0.25 0.27(g) Supervision - Acoess Improvements 0.38 0.44(h) Environmental Assessment & MonKoring 0.04 0.04() Studies for Future ProJects 0.60 0.680) IntWrated Bike Path Newrk Study for Accra 0.25 0.27(k) Contract Management & Muniipal Eng Specialist 0.80 0.92(I) Project Management Suppot (1995-97) 0.30 0.33(m) Maintenance Management System 0.30 0.33(n) Office Extension & Housing 0.60 0.67

Subtotal 6.31 7.02

(i) Institutional Development(a) Training Professionai Staff, DUR, AMRD, DRU 0.30 0.34(b) Training Operatves, DUR, AMRU, DRU 0.10 0.11

Subtotal 0.40 0.4SIQIALDUR 75a

121REPUBUC OF GHANA Annex 4-19

URBAN TRANSPORT PROJECT Page 2 d6

COST SUMMARYTOTAL TOTAL

COMPONENTS BASE COSTS INC. CONT.

II. MOTC ADMINISTERED COMPONENWSA. EQUIPMENT FOR INSTITMTiONAL STRENGTHENING

(i) VELD Tesing Equipment 0.17 0.20(Q) BRRI Data Processing Equipment 0.05 0.06(ii) NRSC Road Saty Program Equipment 0.06 0.07(iv) MTU Road Safety Equipment 0.30 0.35(v) OMce Equipment & Vehicles, TCP 0.27 0.31(vi) Office Equipment & Vehicles, UTU 0.09 0.10

Subtotal 0.94 1.09

B. TECHNICAL ASSISTANCE & TRAINING(i) Polky Support

(a) Transpoft Planning Advisor, UTU 0.45 0.47(b) Short term Specialists, UTU 0.25 0.27(c) Road Safty Advisor, UTU 0.0 0.32(d) Incremental Oper. Costs for UTU 0.05 0.06

Subtotal 1.05 1.12

(il) Project Prepaaion & Implementation Support(a) Design & Impi Development Control System, TCP 0.04 0.04(b) Building Works In Tamale for VELD 0.08 0.08(c) Management Consultancy for MMA Parldng Units 0.10 0.11

Subtotal 0.22 0.23

(HiQ Insfitulional Development(a) Training for UTU 0.15 0.17(b) Training for VELD 0.03 0.03(c) Training for BRRI 0.02 0.02(d) Training for NRSC 0.02 0.02(e) Training for MTU 0.05 0.06(f Training for TCP 0.05 0.06(g) Training for MLG 0.02 0.02

SubtoXtl 0.34 0.39

TOTAL BASEUNE COSTS 73.09 87.56Physical Contingencies 6.46Price Contingencies 8.01TOTAL PROJECT COSTS 87.5

REPUBLIC OP CHAIR138M TR3NSPOBT PRwJBcr

Table 1. URBA ROA REMAILITATIOWDetalied Cost Table

Totals including contingencies Oreak4own of Totals Incl.Cont.aSen Coats In 08 U8$ 138

1993 1994 1995 1996 1997 1998 Total 1993 1994 1995 1996 1997 1998 Total P.RXCb LoalI Taxes TotAl

I. 11v3811w COSTS

* ~~A. ROun RBMILITTIOMAccra (3D Road. 1.26 S.07 7.60 11.42 0.00 0.00 25. 35 1.41 5. 91 9.20 14.35 0.00 0.00 30.07 21.60 8.03 1.23 30.87Sekondi/TaMoadi load 0.55 2.20 6.05S 2.20 0.00 0.00 11.00 0.62 2.56 7.32 2.76 0.00 0.00 13.27 9.28 3.4 0.S3 13.27

--- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Sub-Total 1.61 7.37 13.65 13.62 0.00 0.00 36.35 2.03 6.47 16.5 17.11 0.00 0.0') 44.13 30.09 11.48 1.77 44.13

Total IiwSSrxTtCST 1.61 7.27 13.65 13.62 0.00 0.00 36.35 2.03 8.47 16.52 17.11 0.00 0.00 44.13 30.69 11.48 1.77 44.1)

Total 1.61 7.27 13.6 13.62 0.00 0.00 36.35 2.03 8.47 16.52 17.11 0.00 a.oo 44.1) 30.89 11.40 1.77 44.13... - … ................ a . ........................ ....S.............a.. . S................a........... .. ....-Values scaled by 1000000.0 4/5/1993 1641

Table 2. TRAFIC NANAOBNMEW P ROiVuisrr Detailed Cost Table

Totals including Coxtingencies Breakdown of Totals Imcl.ont.Bkaae Coats In us8$ US$ 38

a*S**S..aS.afl0.a.aS..fl...~............. ........ a ....1993 194 19951996 197 1990Total 199 199419519 1997 1998 Total F.Oscb Loocal Taxe. Total

I. INVTUSITI cam

A. TSAFVZC "Wf INPROVBKBUTraffic Bug. hpi. (S cit) 0.00 0.40 0.40 0.40 0.40 0.40 2.00 0.00 0.47 0.40 0.50 0.52 0.54 2.52 1.76 0.63 0.13 2.52Traffic Iumpow Accra cBD 0.00 0.93 0.93 0.93 0.00 0.00 2.79 0.00 1.06 1.13 1.17 0.00 0.00 3.33 2.36 0.68 0.14 3.30Traffic Mgt lomp Sek/Tak 0.00 0.52 0.52 0.26 0.00 0.00 1.30 0.00 0.61 0.63 0.3) 0.00 0.00 1.S6 1.09 0.41 0.06 1.56Accident Reduction S cit 0.00 0.00 0.45 0.4 0.45 0.45 1.60 0.00 0.00 0.54 0.S7 0.59 0.61 2.31 1.61 0.60 0.09 2.31

SW),-Total 0.00 1.05 2.30 2.04 0.65 0.85 7.09 0.00 2.16 2.76 2.56 1.11 1.15 9.76 6.83 2.51 0.42 9.76

Total 13V30INU COSTS 0.00 1.65 2.30 2.04 0.65 0.85 7.89 0.00 2.16 2.78 2.56 1.11 1.15 9.76 6.83 2.51 0.42 9.76Total~~~~~~~ ....... ..S.. ... ............... ..... .. ...... . ..... ... ...7btat ~ ~ ~ 0.0 .85 2.30 2.04 0.65 0.85 7.89 0.00 2.16 2.78 2.56 1.11 1.15 9.76 6.83 2.51 0.42 9.76

aaaa.*aa .... a.aaaan .................. .............................. ............. 00......* -Values acaled by 1000000.0 4/5/1993 16m42

:4

0 s

USPIDLIC OF GRIAM

Table 3. tfMSOlUIIA UABITIJTATOWDaetaled cost Table

Total. Including Contingencies kreakdo.s of Totals Keel .Cont.sao" Costs in US$ Us$t Wsl

e...ee.eeen. ..... .S . ee.e.. .. s.e...... S e.ss........sfe..s waft.e wse ..se. Oaa.-..

1993 1994 1995 1996 1997 199S Total 1993 1994 1995 1996 1997 1998 Total P. Sxch Lcal Taxes Total

I. DWSS311 ... ... .. ... .. ..... .... ...... ........ ....... .. ------- -- ----- ---

Kumasi 0.00 1.50 0.00 0.00 0.00 0. 00 1. so 0.00 1.7S 0.00 0.00 0.00 0.00 1. 75 1.22 0.44 0.09 1.75

Accra. 4TaM 0.00 2.00 2.00 0.00 0.00 0.00 4.00 0.00 2.33 3.42 0.00 0.00 0.00 4.7S 3.33 1.19 0.24 4.75

Tamale 0.00 0.13 0.1) 0.00 0.00 0.00 0.25 0.00 0.15 0.1S 0.00 0.00 0.00 0.30 0.21 0.07 0.01 0.30

Sakondi/Takwradi 0.00 0.20 0.61 0.00 0.00 0.00 0.81 0.00 0.24 0.73 0.00 0.00 0.00 0.91 0.68 0.24 0.05 0.97

Sub-Total 0.08 3.83 2.73 0.00 0.00 0.00 6.S6 0.00 4.46 3.31 0.00 0.00 0.00 7.77 S.44 1.94 0.39 7.77

Total 0naunCSS.00 3.03 2.73 0.00 0.00 0.00 4.66 0.00 4.46 3.31 0.00 0.00 0.00 7.77 5.44 1.94 0.39 7.77

.nSa . SS~~~~~~Oa..eSSC".. .0- .. m.e.0.. o.. .. -. O" 0....a ... . . a-..enn.N... ..

-Values scaled by 1000000.0 4/6/1993 16:42

Table 4. TRANSPORTATION I14PROVSIMIT MR LOW tNCOME 3AR532

Detailed Cost Table

Totals including Contingencies Sreakd@ai of Totals Incl.Cont.

Base costs in £15 us$ on

1993 194 1995 1996 1997 1990 Total 1993 1994 1995 1996 1997 1990 Total F.Bxcb Local Taxes Total

I * INVBSSI4ET COSTS

A. pilot *WH Path. 2.25 0.TS 0.00 0.00 0.00 0.00 3.00 2.52 0.07 0.00 0.00 0.00 0.00 3.40 2.39 0.05 0.17 3.40

B. Mccess Impove. Mwoerty) 0.00 1.08 1.80 1.80 1.88 0,00 7.64 0.00 2.20 2.28 2.37 2.46 0.00 9.30 6.51 2.33 0.47 9.30

Total INVUSISTK COSTS 2.25 2.63 1.80 *1069 1.88 0.00 10.S4 2.52 3.07 2.26 3.37 2.46 0.00 12.70 8.09 3.10 0.64 12.10

en;... s...eem.; .. cue0 .. ens en..so.. e.... en.4a ... CCS. Onee.. nS... ewas . eene C.. see.... n.e.... en..... see...

Total 2.25 2.63 1.88 1.88 1.88 0.00 10.5 2.52 3.07 2.20 2.37 2.46 0.00 12.70 8.89 3.18 0.64 13.70

-Values scaled by 1000000.0 4/5/1993 16:42

RB9WUIC Of GaWU8M UAPT PROECM

Table S. OMUIPNT FOR tfl TtfrI0UA STSUIOThIINDetailed Cost Table

Totals Includiag Contingencies Breakdown of Totals Inel.Cont.BWe Cots in Us UBS USS

1993 1994 1995 1996 1997 1998 Total 1993 1994 199S 1996 1997 1998 Total F.2ch local Taxes Total

t. ItWSI'NW COSTS_ ___ ________ _

&. MD MUllt SuIP - OWMM & 0IW 14 cities) 0.00 2.00 0.00 0.00 0.00 0.00 2.00 0.00 2.33 0.00 0.00 0.00 0.00 2.33 1.63 0.50 0.12 2.)3Office equip & Vehicles 0.00 0.20 0.00 0.00 0.00 0.00 0.20 0.00 0.23 0.00 0.00 0.00 0.00 0.23 0.16 0.06 0.01 0.23Satabliab Parking in MM 0.00 0.10 0.00 0.00 0.00 0.00 0.10 0.00 0.12 0.00 0.00 0.00 0.00 0.12 0.00 0.03 0.01 0.12

__,_ ___..____ __ ..... ... . ... _; - _ - .. . ..... ..... _ .. I- ----- ----- ----- -- - _ .- _________-_,__-_ ..... ... ..Sub-Total 0.00 2.30 0.00 0.00 0.00 0.00 2.30 0.00 2.60 0.00 0.00 0.00 0.00 2.60 1.8S 0.67 0.1) 2.68S. REOD muXm 8QiP - MOICV1W Tenting Equipment 0.00 0.17 0.00 0.00 0.00 0.00 0.17 0.00 0.20 0.00 0.00 0.00 0.00 0.20 0.14 0.05 0.01 0.20BSRl Data Proc. Equipment 0.00 0.OS 0.00 0.00 0.00 0.00 0.05 0.00 0.06 0.00 0.00 0.00 0.00 0.06 0.04 0.01 0.00 0.06MRSC Agliovioual Equip. 0.00 0.06 0.00 0.00 0.00 0.00 0.06 0.00 O0.07 0.00 0.00 0.00 0.00 0.07 0.05 0.02 0.00 0.07ID4 Road Safety Epipmt 0.00 0.30 0.00 0.00 0.00 0.00 0.30 0.00 0.35 0.00 0.00 0.00 0.00 0.35 0.24 0.09 0.02 0.36equipment & Veb. TCP 0.00 0.27 0.00 0.00 0.00 0.00 0.27 0.00 0.31 0.00 1.00 0.00 0.00 0.31 0.22 0.08 0.02 0.31quipment & Veb. tfU 0.04 0.04 0.00 0.00 0.00 0.00 0.09 0.OS O.OS 0.00 4.00 0.00 0.00 0.10 0.07 0.03 0.01 0.10

..-- -- - -- _ .... _ - -- - -- - -- - -- - -- - -- - -- - -- - -- - -- - -- - - -- - - -- - - _---,---- _....... .._. . .__. .Sub-Total 0.04 0.89 0.00 0.00 0.00 0.00 0.94 0.05 1.04 0.00 0.00 0.00 0.00 1.09 0.77 0.27 0.05 1.09........... --.- _ -_ ----- ----- ----- ----- I ----- ----- .. ..... ---- ----- ----- ------- ------- -- ---- ------- 4W

Total IHVEST1MBt COSTS 0.04 3.19 0.00 0.00 0.00 0.00 3.24 O.OS 3.72 0.00 0.00 0.00 0.00 3.77 2.64 0.94 0.19 3.77.... .. W.. .... ..... .... a ..... ..... .... ..... . w ... .... . ...... ..... ..... ....... ........ c*. .. P ..... c,Total 0.04 3.19 0.00 0.00 0.00 0.00 3.24 o.os 3.72 0.00 0.00 0.00 0.00 3.77 2.64 0.94 0.19 3.77

- Values saled by 1000000.0 4/S/1993 16t42

IA

0,0 0

to

REPMZC OF GUAMLIBAN TRANSEM mmwr----- -----------------

Table 6. TSMUML AssisTum a TRAMINDetailed Cost Table

Totals includiag Contirogencies Breakdown of Totals Incl.Cont.Base Costs La US$ US$ LIO

.......... 0.. . ........................... ... a .......... 0........................... .. . ...... . .............. . . 00.1993 1994 19SS 1996 1997 1999 Total IM 1994 199S 1996 1997 1998 Total F.Exch toocal Tax" Total

------------------------------------------ ..................................... ---- --------------------------------1. tuvesTmw COS"

----------------A. MLICY SUPPM - NM

Transp. Plas. Adv. KM 0.22 0.22 0.00 0.06 0.00 4.00 0-4S 0.23 0.24 0.00 0.00 0.00 0.00 0.47 0.30 0.16 0.00 0.478-t Specialists mm 0.06 O." O." 0.06 0.00 0.00 0.2S 0.06 0.07 0.07 0.07 0.00 4.00 0.27 0.18 0.09 0.00 0.27Road Safety Advisor UTO 0.07 0.07 0.07 0.07 0.00 0.00 0.30 0.08 0.08 0.08 0.09 0.04 0.00 0.32 0.21 0.11 0.00 0.32locre Oper Costs for tMJ 0.01 0.01 0.01 0.01 0.01 0.00 O.OS 0.01 0.01 0.01 0.01 0.01 0.00 0.06 0.04 0.02 0.00 0.06

----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------Sub-Tataa O 0. 7 IS 0. is 0.01 0.06 1.06 0.38 0.39 0.16 0.17 0.01 0.00 1.12 0.73 0.39 0.00 1.12

S. POLICY SWPW - DURO&H study 0.00 0.20 0.00 0.00 0.00 0.00 0.20 0.00 0.21 0.00 0.00 0.00 0.00 0.21 0.14 0.07 4.00 0.21

C. PRW PRBP & THPL. ambet. Design IACca"l 0.00 0.26 0.00 0.00 0.00 0.00 0.16 0.00 0.17 0.00 0.00 0.00 0.00 0.17 0.11 O." 0.00 0.17Dot. Design Mrainall 0.00 0.20 8.00 0.00 0.00 0.60 0.20 0.00 0.21 0.00 0.00 0.00 0.00 0.21 0.14 0.07 4.00 0.21Spa Tondnal (DU10 0.00 0.06 0.12 0.12 0.00 0.00 0.30 0.00 O." 0.13 0.14 0.06 0.00 0.33 0.22 0.12 0.00 0.33Spa heara 0.00 0.30 0.38 0.38 0.29 0.00 I.SO 0.00 0.40 0.41 0.43 0.44 0.00 1.40 1.09 0.69 0.00 1.68Spn SekoWl/Takoradl 0.00 0.2S 0.2S 0.13 0.00 0.00 0.63 0.00 0.26 0.28 0.14 0.08 0.00 0.69 0.44 0.24 0.00 0.68fto Junction Improvement 0.00 0.13 0.13 0.00 0.00 0.00 0.2S 0.00 0.11 0.14 0.00 0.00 0.00 0.27 0.10 0.69 0.00 0.27km hc"ss laprovemmts 0.00 0.00 0.13 0.13 0.13 0.00 0.39 4.00 0.00 0.14 O.Is O.IS 0.00 0.44 0.26 0.IS 0.08 0.44Owirm Ao"oeawkat & Mm 0.00 4.02 0.02 0.00 0.00 0.00 0.04 0.00 0.02 0.02 0.00 0.00 0.00 0.04 0.03 0.02 0.00 0.04Sto Los ftt. ftoj (Dun) 8.00 0.00 0.24 0.36 4.60 0.00 0.60 0.00 0.00 0.26 0.41 0.00 0.00 0.6.� 0.44 0.24 0.00Int bike Path Study Aocrik 0.00 0.13 0.11 0.00 0.00 0.00 O.2S 0.00 0.13 0.14 0.00 0.00 0.00 0.27 0.28 0.09 0.00 0.27contract Mgt $pec. (DUR) 0.00 0.16 0. is 0.16 0.26 0.16 0.80 0.00 0.17 0.18 0. IS 0.19 0.20 0.92 0.00 0.92 0.04 0.92ftoj. Mgt Support 1996-97 0.00 0.10 0.10 0.10 0.00 0.00 0.30 0.00 0.11 0.11 0.11 0.00 0.00 0.33 0.00 0.33 0.00 0.33pAint "gt system (UM) 0.00 4.05 0.20 O.OS, 0.00 0.00 0.30 0.00 O.OS 0.22 0.06 4.40 0.00 0.13 6.21 0.12 0.00 0.31OffAce ext. swip. (OM) 0.00 0.00 0.4s 0.IS 0.00 0.40 0.60 0.80 0.00 0.60 0.17 0.00 0.00 0.67 8.43 0.23 0.00 0.67..... ..... ..... ..... ..... ..... ..... ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------

Siib-Ta"t 0.40 1.62 2.29 I.S1 0.66 0.16 6.31 0.00 1.72 2.S2 1.79 0.78 0.20 7.02 3.7S 3.27 0.00 7.020. PROJWr SUPPORT - 101C

Des& Upl Dow Omtrol Byft 0.00 0.04 0.00 0.00 0.00 0.00 0.04 0.00 0.04 0.00 0.00 0.00 0.00 0.04 0.03 0.01 0.00 0.04Duildt" Macke tot VRW 6.00 0.08 4.00 0.00 0.00 0.00 0.40 0.00 alas 0.04 4.04 0.04 0.00 0.06 0.06 0.4's 0.04 0.00Mgt Com . mm ftrk volts 0.00 0.05 0.06 0.00 0.00 0.00 0.10 0.00 O.OS 0.06 0.00 0.00 0.00 0.11 0.07 0.04 0.00 0.11----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------

Sub-Total 4.00 0.17 *.OS 0.00 0.00 0.00 0.22 0.00 0.18 0.06 0.00 0.00 0.00 0.11 olis 0.44 0.40 4.24B. immimonu DW - am

Trg. Om, AM. m 0.00 0.06 0.06 0.06 0 06 0.06 0.30 0.00 0.06 0.07 0.07 0.07 0.07 0.34 0.22 0.12 0.00 0.34TraWng Operattvas 0.00 0.02 0.02 0.02 0:02 0.02 0.10 0.00 0.42 0.02 0.02 0.62 0.02 0.11 4.07 C." 4.00 0.11----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------

Sub-Total 0.00 0.08 0.06 0.09 0.08 0.06 0.40 0.00 0.08 0.09 0.0% 0.09 0.10 0.46 0.30 0.16 0.00 4.46P. twrtzntmL mv - NM

Trataing for UM 0.00 0.03 0.03 0.03 0.03 0.03 O.IS 0.00 0.03 0.03 0.03 0.04 0.04 0.17 0.11 O." 0.00 0.17Training for VKD 0.00 0.01 0.01 0.01 0.01 0.01 0.03 0.00 0.01 0.01 0.01 0.01 0.01 0.03 0.02 0.01 0.00 0.03 -0TrainLog BBRI 0.00 0.01 0.01 0.01 0.01 0.01 0.03 0.00 0.01 0.01 0.01 0.81 0.01 0.03 0.02 0.01 0.40 0.41 ATraining for MM 4.00 0.00 0.00 0.00 0.00 0.00 0.01 0.00 4.00 0.00 0.00 0.00 D." 0.01 0.01 0.00 0.00 0.01 mTraLaing KM 0.00 0.01 0.01 0.01 0.01 0.01 0.05 0.00 0.01 0.01 0.01 0.01 0.01 0.06 0.04 0.02 0.00 0.46 01Traiaing for ICP 0.00 0.01 0.01 0.01 0.01 0.01 0.01; 0.00 0.01 0.01 0.01 0.01 4.01 0.06 0.04 0.02 4.00 0.06Training NW 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.00 4.00 0.00 0.00 0.00 0.00 0.02 0.01 0.01 0.08 6.02 0 1..... ..... ..... ..... ..... ..... ..... ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------

Sub-Total 6.00 0.07 0.07 0.07 0.07 0.07 0.34 0.00 0.07 0.07 0.08 0.08 0.08 0.39 0.2s 0.14 0.60 0.39.;.;. -i; .;.;; .;.;; -;.;- --. ;; ----- ----- ----- ----- ----- ----- ----- ----- ------- ------- ------- -------

Total I*VBSTWW COM 7 2. 2 0. O.S2 0.38 2.67 2.90 2.13 0.97 0.38 9.43 6.12 4.11 4.00 9.437.;; T.. . ....... .....

Total 0. .64 .0 I .62 O.;; 0.97 O.$9 9.41 S.32 4.11 4.00 9.43.............. a ................................................................................................................................. ..........

126 Annex 4z20

Pag I of 2

IPUBUIC OF GHANA

URBAN TRANSPORT PROJECT

Pzo_ement Method

No. of TdtalPrqed lmen Contct ICB LCB Other NBF Cost

L CvlWod

a. Accra CBD Roads 2 30.87 30.87(26.23) (26.23)

b. SRodadiRa 1 13.27 13.27(11.28) (11.28)

c. Ttaffic Enginering Imp&t 1 2.52 2.52(2.18) (2.18)

d. Accident Reduction Mues 3 2.31 2.31(2.00) (2.00)

. Trafficm Manemet . (SeWTak 1 1.56 1.56(1.35) (1.35)

f. Traffic Mlaagemet Imp. (Acx CBD) 1 3.38 3.38(2.92) (2.92)

S. T-ranport Termina Reabiltation

(I) Acrn & Tma 4 4.75 4.75(4.1i) (4.11)

(h) uassEi 1 1.7S 1.75

(iii) SekondilTekorndi 1 0.97 0.97(0.84) (0.84)

(Iv) TamaBl 1 0.30 0.30(0.26) (0.26)

h. Pilot NMV Padhs 3 3.40 3.40(2.94) (2.94)

i. Accexs Roade to Low-Income Ams 7 9.30 9.30(7.91) (7.91)

j. Bilding Wodks for VELD (Tmale) 1 0.08 0.08(0.08) (0.08)

k Bulding Works for DUR 2. 0.67 067(0.67) (0.67)

SUB-TOTrAL 51.60 23.53 75.13(43.96) (20.32) (64.28)

NoW AMON in pautus I IDA poin

127 Annex 4

Page 2 of 2

ProCureamt Met

No. of TotlProject lement Contract ICa LCB Other NSF com

B. Goods

a. VELD, Testing Equipmet 1 0.20 0.20(0.17) (0.19)

b. BE., Date Processig Equipme 1 0.06 0.06(0.05) (0.06)

c. NRSC. Audovisa Equipment 1 0.07 0.07(0.06) (0.06)

d. MTU, Road Sdaey Equpmt 2 0.24 0.11 0.35(0.21) (0.09) (0.29)

e. DUR. AMRU, DRUts Road Mai nance Equpmeont 4 1.97 0.3S 2.32(4 cities) (1.71) (0.30) (2.09)

f. Computers and Office Equipmnt UTU and TCP 2 0.20 0.20(0.17) (0.17)

S. Vehicles for UTU aud TCP 2 0.21 0.21(0.18) (0.19)

h. ComputS and Office Equpmet for DUR 2 0.10 0.10(0.09) (0.10)

i. Vehicles for DUR 1 0.12 0.12(0.10) (0.10)

J. Parking Units in MMAs 2 0.12 0.12(0.10) (0.10)

SUE-TOTAL 2.17 0.S7 1.01 3.75(1.88) (0.49) (0.88) (3.25)

mL TecduncAl (Comultandes & TraJnkg)(100% IDA fiancod)

a. Policy Support and Studies for UTU 1.12 1.12(1.12) (1.12)

b. Policy Support fr MMAs 0.11 0.11(0.11) (0.11)

c. Design and Supervision 3.82 3.82(3.82) (3.82)

d. Studies fhr DUR 1.20 1.20(1.20) (1.20)

e. I.mplementst_o Support for DUR 1.S8 1.58(1.S8) (1.58)

f. Trinlng 0.85 0.85(0.85) (0.85)

SUB-TOTAL 8.68 8.68(8.68) (8.68)

Note:Aonts in pwani indicate IDA porto

128 Annex 4-21Page 1 of 3

REPUBUC OF GHANAURBAN TRANSPORT PROJECTDISBURSEMENT SCHEDULE

(US$ million)

STANDARDDISBURSE. PROFILE

ANNUAL DISBURSEMENT CUMUL DISBURSEMENT GHANAIBRD/IDA AT END QUARTER AT END QUARTER TRANSPORTATIONFY & QTR % US$mill % US$mill %

FY942 1.4% 1.08 1.4% 1.08 03 1.4% 1.08 2.8% 2.164 1.4% 1.08 4.3% 3.24 3

FY9S1 1.4% 1.08 5.7% 4.322 7.0% 5.386 12.7% 9.68 149 7.0% 5.36 19.7% 15.044 7.0% 5.36 26.8% 20.40 26

FY961 7.0% 5.38 33.8% 25.762 7.9% 6.04 41.7% 31.80 383 7.9% 6.04 49.7% 37.844 7.9% 6.04 57.6% 43.68 46

FY971 7.9% 6.04 65.5% 49.922 6.8% 5.22 72.4% 55.14 623 6.8% 5.22 79.2% 60.864 6.8% 5.22 86.1% 65.58 70

FY981 6.8% 5.22 92.9% 70.802 1.3% 1.01 94.2% 71.81 783 1.3% 1.01 95.6% 72.834 1.3% 1.01 96.9% 73.84 66

FY991 1.3% 1.01 98.2% 74.852 0.9% 0.68 99.1% 75.53 903 0.o% 0.68 100.0% 76.214 94

FY200012 9634 98

FY2001

2_ 100

NOTE: IntWal disbursement of US$3.24 million Includesdeposts d US$1.5 and US$0.3 million to Special Accounts.

129Amx 4-21

R£PUlUCOfGHA P 2at 3,.URBANTRANSPORTPROJECTDISSUREIMENT SCHEDULE

(Us$ Mr,"w~A. GOVERMTOFGHA - MOTC

ANNUAL OISGRU5MtINT CUMUL. D011URSEMENTCALENDAR AT END QUARE AT END QUARTER

YEAR % USimsI % US$"m1063 4 1.69% 0.006 1.6% 0.0051904 1 1.6% 0.005 3.2% 0.011

2 1.6% 0.006 4.8% 0.0163 1.6% 0.006 0.4% 0.0224 6.8% 0.023 13.2% 0.04S

1996t 6.8% 0.023 20.0% 0.0092 6.S 0.023 26.6% 0.0023 6.% 0.023 333.% 0.1154 .0% 002 41.6% 0.143

1 8.0% o.02 49.6% 0.1702 0% 0.027 57.06% 0.1979 8.0% Q0.0 65.5% 0.2254 7.1% 0.024 72.7% 0.249

1 7.1% 0.024 79.86% 0.2732 7.1% 0.024 86.9% 02983 7.1% 0.024 94.0% 0.3224 1.1% 0.004 85.2% 0.326

1 1.1% 0.004 96.3% 0.3802 1.1% 0.004 97.5% 0.3349 1.1% 0.004 98% 0.3384 0.7% 0.002 89.3% Q340

1969I 0.7% 0O2 100.0E% 0.343

GONENROf GHANA - OURANNUAL DISS BSJENT CUMJL 0188URSEUENT

CALENDAR AT END QUARrER AT END QUARTERYEAR % Ussi % usTm

tS9B 4 1.8% 0.16O 1.5% 0.1601094 1 1.6% 0.160 2. S% Q320

2 1.5% 0.160 4.496 0.4809 1.% 0.100 6.% 0.6404 699 0.707 12.7% 1.79

19951 6.8% 0.750 19.5% 21532 6% 0.757 2&64% 2.9108 as6% o.757 3.6 3.6674 Sas6 0.83 41.3% 4.549

1 6.0S 0A8 49.3% 5.4322 6.0% 08.3 573% 6.315s 6.0% Om6$ 66.3% 7.1974 72% am791 ?2.% 7J811

1 7.29 0.791 79.7% 67W792 ?2% 0.79t 88.8% .693 72% 0.791 94.0% 10864 1.1% 0.126 05M2% 10.406

1 1.16 0.126 96.3% 10.6122 1.% Q123 97.4% 10.7389 1.1% 012 986% 1C644 0.7% 0.078 99.3% 10M42

18991 03% 0.078 100.0 11.019

130 Annex 4-21Page 3 of 3

GHANA URBAN TRANSPORTDISBURSEMENT CHART

120(% of Credit)

10 0

60

40-

20

00 s 10 is 20 25 30 35

Quarters from Cedit Apprla

- Gh Sector POftl ' SAR Betimates

Ppmr d Celit App,oae Date JX*a 1993(A,mue, a 5 113-tr pujee)

131

Pago Itf 2

RIWUIIC OF GHANA

UlAN TRANSPORT PROJECT

SWMrWn Plan

Supevision wil be iesiv for the first 15 montths with 10 staff weeks being llocated fbr the ptojectwach workshop, which is tentvely scheduled for October 1993. Three supervision missions totalling 14staff weeks ae planed for 1994 with on avea of 8 weeks per year being allocated over two missions insubsequet years with the exception of 1996 when the mid-trm review is planned.

ApproximateDate of Input

(moly) Acdvity Expected Skill Required Staff Weeks

9193 Project Lunmch Workhop Task Manager (Engineer) 10Transport SpecialistTraining SpecialistProcurement SpeciistDisbument Specialist

2194 Supevision Mi1ssion Task Manager (Enginee) 4Financial Analyst

6/94 Supervision Mision Task Manager (Engeer) 4Transport Specialist

11/94 Supervision Mission Task Manager (Engineer) 6Transport SpeciistFinancial AnadystTraining SpeaistEnvironmetd Specialist

S/95 Supevision Mision Task Manager (Eineer) 4Financial alyst

11195 Supervision sion Task Mana (Engineer) STransport SpecialistTraining Specialist

4/96 Supervision Mission Task Manar (gine) 10Mid-term Review Transport Specialist

Financial AnalystTraining SpeciistEnvironmental SpeciaistProcuremet SpecialistDiburement Specialist

132 ,A

Page 2 of 2

ApproximaeDate of Iput

(n101yr) Actvity Expected Skili Required Staff Weeks

11/96 Superion Mission Task Manager (Engineer) 4Tranpo Specialist

5/97 Supervision Mssn Task Maager (ngine) 4Finac Analyst

11/97 Supervision Mission Task Manger (ngineer) 4Transport Speciaist

5/98 Suprvisio Mison Task Mager (Eagineer) 4Financial Analyst

12/98 Supevision Mission Task Mnager (Engineer) 3(PCR) Financl Analyst

133 Annex 4-23

Page 1 of 6

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Inicaors of Projed hIpad

?ARGE1

I W YEAR

ROTOIJECTvS INDICATORS BAS2 1 3 1 4

1. bmv,e efficiey ed Redce pak houw 07. to After vr b oedpmdodtiiotwberoe 08.30jouney tie an eyby reuiw tavel dtme ortal roues (minue)

O) Acor Nkrumah Ave - 1S.7Nkrumth Cicle to High Sre

(I) Ars, G hpbic 20.4Roed/berim Road - ObabiLamprey Circl to 28thFebuar Road

(i) SekondUrskoradi, 163Lbeaion Road - Cape CoastRoad to lectriity Road

2. Improve wnd amlnlenace (a) F.:nds expended per yeu 9.9 11.1 12.3 12.8 133(USS equival)

O) Leto of rban radreceivingpeodic maintenaneperyenr

o) Rel bltumen srfaces 51 55 58 62 6S 69

Q1D umeneur*bft(km) 37 40 42 45 4? 50

(i Regroveft k) 19 20 22 23 24 26

Gv)D Dch mi_wanc ekcn) 43 46 49 52 55 5s

(v) Rad marin zn 320 342 365 3S7 410 430

134 A-x

Page 2 of 6

PROJECT OUJECTV INDICATORS BASM TARGM

3. Prmate wider use of Bicycl uN (06.00 to 18.00) To be dtermlnd one year ifter workbicycle aon wedys) on faem completed.

pro4s withb NYdYp

(I) Madina - Lgan - CID

0D Tehis L- adi - CBD

0li Nima to CUD

Cov) Rivg Road

UNDPOffice

Doman Law Stud

4. Imtpove th manegant (a) Reduced tlhe Aftep ebabilttiond maw ma_.ezeof public tanst tmnas pa g duration (mins): procedures introduced.

(i) CMB Station S2Taget to be _demind by Uru by Apri

CH) Neoplas 97 1994 (dstdy to powv mangemn d co

(il) Te, Mankoer 42

(*) Reve cold fronthabilitAted loty parkb and

bus teminls (Cedis mills).Bass 1991

(i) Acora 204

(u) Kuma SOd;bo

CHU) SskondTakadi 2.7

CMv) Tenm 8.8

(v) Tamae 2.3

S. bwron road saft (a) Reduceoe nmbr ofrecorded accidn

00 Kumas Ta to be detemnd by anuay 1, 1995 fowIngimplewntation of mea_e to iprove the rcordin of

ioi Sekadfakoa accdnt

CM) Tes

(v) Tamal

Pelobnus iaw dka0o - Project Impmeon, Wors & Goods

DetailedAppoint Design Appoint Compilee Complele

Detailed Desgn & Tender invite Supevision Award C _ontton FinalContract Consultans Documents Tenders Consultan Contrad IDie Acmnt

1. Accra CBD Roads and Done March 1993 July 1993 Sept. 1993 Jan. 1994 Dec. 1996 June 1997Traffic Mmagement

2. SekondifTskoradi Roads Done April 1993 July 1993 Sept. 1993 Jan. 1994 Dec. 1995 June 1996ad Traffic Management

3. Access toLOW In ome Arm. '

(a) Cont Lot I July 1994 Jan. 1995 Dec. 1995 April 1996

(b) Contract Lt2 July 1993 March 1994 Oct. 1994 Oct. 1994 April 1995 March 1996 July 1996

(c) Contact Lot 3 Jan. 1995 July 1995 July 1996 Oct 1996

4. Traffic Engieeing

(a) Accra Done April 1993 July 1993 Oct. 193 Jan. 1994 Dec. 1995 Apri 1996

(b) Kuai, Tema and Oct. 1993 March 1994 July 1994 Oct. 1994 JaL 1995 Dec. 1996 Apri 1997Tamale

0I

o

CompleteDetailed

Appoint Dedin Appoint Complete CompletDetailed Desigp & Tender Invite Supevidon Award Constuion Fnal

Contratt Consulants Documnts Tenders Consultant Conra IDdvery Aceount

5. Loy Park an BusTetminal Rehabiltation.

(a) Kulas June 1994 Jan. I99S Jan. 1996 Apri 1996

(b) Accra and Tema Sept. 1994 March 1995 Oc. 1996 Jan. 1997June 1993 Jan. 1994 Oct. 1994

(c) Tame Jan. 199S June 1995 Apri 1996 July 1996

(d) SekondUloakoradi April 1995 Oct 199S Oct. 1996 Dec. 1996

6. Bicycle Paths

(a) Contact Lot I Aug. 1993 Feb. 1994

(b) Contract Lot 2 Done April 1993 Jan. 1994 Oct.1993 July 1994

(c) Cont Lot 3 May 1994 Oct. 1994

7. Proe equpment for June 1994 Sept. 1994 Feb. 1995 Ju 199SVYEW BRRI, NRSC,

MTU and TCP.

8. Poce Road Dec. 1993 March 1994 July 1994 Dec. 1994Mainnc eupmn forDUR, AMRD and DRUs.

rI

Penuww'e Inaters - Pro le nn, Technidl Asirta

INPUT ADVERTISE AWARD CONTRACT COMPLEE TASK COMPLEE CONTRACT

1. Recuit Tranmort Planner June 1993 Jan. 1994 Dec. 1995

(a) Report on improving _ April 1994of lorry pubh and bus temnl

(b) Repott on of paringin:

(i) Accma July 1994

(ii) Kaunasi Aug. 1994

(iii) Selondi/Takoradi Sept. 1994

(c) Report on regulato opions for Sept. 1994improving the quality and qunity ofpublic transport

(d) Report on options for private Dec. 1994sector patticipation in Govemet bus

2. Recrait Road Safety Adviser June 1993 Jan. 1994 Dec. 1997(15 months periodic input)

(a) Report on modalities for March 1994improving accident reporting by MTUand analysis of data by BRRN

(b) Prepre a road safety progam Sept. 1994focussing on and cyclists

, 0(c) Prepare plan of action for Sept. 1994stegteig of VEIZ

0I

ON'

138 Annex 4-23Page 6 of 6

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139 An4e 5-1

Page 1 of 10

REPUBIC OF GHANA

URBAN TRANSPORT PROJECT

Economic Ewsuion

General

1. The analysis of the economic returns associated with the implementation of the projectfocused on the urban road rehabilitation, traffic management and non-motorized tansportcomponents. As part of an urban transport project, each of these components are inter-latedand have an effect on the overall performance of the road network and public transportsystem. Economic rates of return were forecast for these components as descnbe in thefollowing paragraphs. The benefits of the urban road maintenace equipment and technicalssistance component are described in qualitative terms below.

2. Ihe economic costs of the project include the investment costs conssting of finaldesign, constuction, supervision and physical cotingencies (ess price escalation, taxes andduties). The costs of routine and periodic maintenance associated with the project roads havebeen included in the economic analysis. Each of the 14 road sub-projects were costedseparately and then aggregated to arrive at total costs for the Accra and Takoradi roadrhabilitation components.

Urban Road Rebabtatlon

3. The rehabilitation of the CBD roads in Accra and SekondiTakDradi, togethr withrelated traffic management improvements would reduce traffic congestion in the central areasof these cites and on the surrounding road network. The primary economic benefits of thesecomponents will be savings in vehicle operating costs for the traffic using the afectedportdons of the urban road network in comparison to the costs for a "do-nothingw scenario. Inquifying these benefits, Consultants I and the government identified a priority sub-network from a list of 274 km of urban roads. Tbis sub-network consiss of eight highpriority sub-projects with a total length of 18.1 km in Accra, and an additional seven roadstotalling 10.4 km in Sekonditrakoradi.

4. Forecast traffic volumes for the fourteen road rehabilitation sub-projects wereprepared using various estimaon techniques. Traffic forecasts were prepared for threeclasses of vehicles: light vehicles (cars and taxis); light commercial vehicles; and heavyvehicles (trucks and buses). A conservatively low traffic growth rate of 3.5% per annum wasused in the analysis. The forecast considered the effect of road capacity constraints on ftu

11 Mott MacDonald Iernational, Ltd. and Watertech Consulting Engineers, Rod andX"hg Rebabiitation-In Accra, Urban 11 Project, Detailed Design Report, September,1991.

140 Annex S-1Page 2 of 10

traffic volume levels. Since traffic volumes are already high on many links, generated anddiverted traffic was not included in the analysis.

5. Vehicle operating cost estimates prepared by the Ghana Highway Authority weredeveloped for the three representative vehicle types. Adjustments to the GHA's estimateswere made to reflect the different operational and physical characteristics encountered inurban areas, particularly with regard to average speed and stop and go traffic cycles. In orderto simulate with and without project conditions, several key analysis parameters wereestablished, including: flat and rolling road alignments; road surfaces with IRI measurementsranging from 2,000 to 10,000 mm/km; and car speeds of between 16 (very poor surfacecondition) to 35 kph (fair condition). In fact, on some of the links average speeds droppedbelow 10 kph, under the threshold of meaningfuil capacity analysis and road user costing.The analysis considered this factor in the calculation of project benefts. Vehicle operatingcost savings were forecast over a 15 year period, according to the project implementationschedule. The individual and composite ERRs for this component are provided in Table 5-1.

Trffic Management Improvements al Isolated Junctions

6. Improvements have been des: aed for 18 additional isolated junctions in Accra andsimilar improvements will be designed in the other four cities. A total of $2.32 million hasbeen assigned for these works. Efforts were made to carry out the economic analysis of theuaffic management component focussing on the impacts of improved intersection efficiency.Consultant stadies found that since approach speeds at many intersections are presentdy verylow and delays are greater for long periods, analysis of intersection capacity and thecalculation of vehicle operating cost savings became unreliable. It is known that the proposeditersection Improvements will increase speeds and reduce delays significandy. Experiencewith similar traffic management projects in other developing counties shows tha economicreturns in the range of 3050% are common.

7. The rehabilitation of bus terminals will reduce the cost of bus operations in Accra andincrease the quantity and quality of bus services. The additional bus terminals will diverttraffic from existing terminals and relieve bus traffic congestion. Increased terminal capacityand improved bus vehicle circulation will allow bus operators to reduce layover time andincrease bus turnout. Ihis will result in more bus trips and a higher level of service to thepublic. Bus operators will experience reduced operating and maintenance expenses associatedwith long dwell times at the terminals.

Non-Motorized Transport - Pilot Program

8. Because there are currently no facilities exclusively for cyclists in Ghana, it is notpossible to accurately predict usage of the pilot paths and consequently to quantify the benefitsthat will accrue from them. The economic benefts will arise from savings in bus vehicleoperating costs and savings in bus fares, primarily paid by low income passengers. In bothcases, the benefis can not be quantified since very little data is available concerning the actmode choice behavior of low income bus passengers in Accra. Savings in bus vehicleoperating costs would result from diversion of bus passengers to the bicycle mode. Annualsurveys will be carried out by DUR after constuction has been completed to measure use ofthe paths. These surveys wil also include the collection of infomaton ot users previoustransport arrangements and the costs of operating a bicycle to enable an ex-post economic

141

Page 3 of 10

analysis to be underuaken. A study of the mobility needs of the urban poor tfmod that 62% oflow-income households own at least one bicycle and that bicycles, Including Imported second-hand models, are widely available in Accra and are affordable. Access to bicycles will not,therefore, be a constraint.

9. The loss of life, personal injuries and property damage associated with tafficaccidents involving motor vehicles, bicycles and pedestrians would be reduced significandy bythe diversion of non-motorized traffic onto the pathways. The availability of pathways wouldimprove access to employment, government services and health care, particularly for theurban poor. Greater use of bicycles will contibute to reductions in urban air and noisepollution associated bus vehicle ftffic.

10. Each of the four pilot bicycle pathways are located in high density urban travelcorridors. The diversion of bicycles from mixed traffic on urban roals to the bicyclepathways will reduce conflicts between slow-moving bicycles and faster motor vehicles andimprove traffic flow. During off-peak travel peliods, the bicycle paths will facilitaterecreational bicycling, an activity that can be undertaken by people from all income groups.

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148 ADfl5LAttachment 7Page 10 of 10

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECr

Economic AwlysisAccra Roads Rehi on Component

Cost Benefit Analysis

Barnes Road, AccraSensitivity Analysis: No Maintenance

Discounted NotActual Cost Discounted Cost Actual Benefits Discounted Benefits Cash Flow

Year (Cedis. m) (Codis, m) (Cedis, m) (Cedis, m) (Cedis, m)

19931994 -273.30S -237.657 -237.6571995 -382.627 -289.321 -289.3211996 '437.289 -287.525 -287.5251997 0.000 0.000 872.799 499.026 499.0261998 0.000 0.000 752.789 374.269 374.2691999 0.000 0.000 617.037 266.762 266.7622000 0.000 0.000 462.778 173.975 173.9752001 0.000 0.000 308.518 100.855 100.85S2002 0.000 0.000 154.259 43.850 43.8502003 0.000 0.000 0.000 0.000 0.0002004 0.000 0.000 0.000 0.000 0.0002005 0.000 0.000 0.000 0.000 0.0002006 0.000 0.000 0.000 0.000 0.0002007 0.000 0.000 0.000 0.000 0.0002008 0.000 0.000 0.000 0.000 0.0002009 0.000 0.000 0.000 0.000 0.0002010 0.000 0.000 0.000 0.000 0.0002011 0.000 0.000 0.000 0.000 0.000

TOTAL -1093.221 414.502 3168.180 1458.737 644.235

EIRR 20%0.197

Notes: Excludes time savings benefits.Costs and Benefits Adjusted for 460/550 X-Rate Change.

149 Annex 5-2

Page 1 of 2

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Environmental Mitigation Measures

General

1. The project components that will have an environmental impact include the roadrehabilitation components and related traffic management components in Accra andSekondi/Takoradi, the rehabilitation of lorry parks and bus terminals, access roads to lowincome areas, and non-motorized transport paths. Environmental assessment reports havealready been reviewed by the Bank for the road rehabilitation components, which account for56% by value of total project costs. Similar reports will be prepared for the remainingcomponents during implementation after detailed design has been carried out.

2. In environmental terms this is a benign project which will have a net beneficialimpact. All works, with the exception of a 300m road link in Accra, involve rehabilitation ofinfrastructure fcilities within existing alignments and boundaries. There will be nodemolition of residential properties and therefore no resettlement will be required. Negativempacts of noise and increased dust levels will occur during construction but these temporaryinconveniences will be outweighed by the long term benefits i.e. reduced traffic emissionsfrom freer flowing traffic, safer conditions for pedestrians and NMT users, improved road-side drainage, more hygienic lorry parks, increased use of NMT and general tidying-up of thecentral areas of Accra and Sekondi/Takoradi, arising out of the project. The mitigationmeasures to be adopted for the road rehabilitation components and those anticipated for theother project components are described below.

Road Rehabilitation Components

3. As noise vibration levels are likely to be increased by construction activitiesconstruction will not be permitted in, or close to, residential areas at night.

4. Dust levels will increase when existing road surfaces are removed and as a result ofsome temporary diversions. Obligations will be placed on contractors in the contractdocuments to carry out regular dousing of such surfaces and in the case of diversions expectedto be utilized for more than four weeks, to provide temporary sealed surfaces.

5. The 300m road link referred to in paragraph 2 above will involve the demolition ofparts of two commercial buildings. The buildings are located on Government land reservedfor the road, one is owned by a parastatal and the other is a small private vehicle workshop.The workshop owners will be able to continue operating after the road has been buil and willbe compensated for the parts of their property that are demolished.

6. Some mature trees will be lost as a result of localized widening of the roads but thiswill not have a noticeable effect on the total number of trees, or individual tree species inAccra and Sekondi/Takoradi. The loss of these trees will be ameliorated by planting newtrees alongside roads from which trees have been lost and planting shrubs in the medians of

150 Annex 5-2

Page 2 of 2

dual carriageways. Advice has been sought from the Department of Parks and Gardens onthe most suitable species.

7. Account has been taken of the presence of utility services in detailed design bylimiting deep excavation to sections of road which have structurally failed. Existing services,where locations are known, have been indicated on contract drawings. Close liaison will bemaintained with all utility agencies during construction to ensure any accidental damage isdealt with promptly.

8. Measures will be taken at quarries and borrow pits from which construction materialsare obtained to prevent erosion occurring. Wherever possible pits will be levelled andreseeded. In cases where local inhabitants request pits to be left to collect water, measureswill be taken to prevent them becoming sources of containation and breeding grounds forpests such as mosquitos.

lorry Parks and Bus Terminals

9. At present virtually all lorry parks and bus terminals are unpaved and have onlyrudimentary sanitation facilities. Surfacing and associated storm water drainage will beprovided. Drains will channel runoff to existing drains or water courses with precautionstaken to prevent erosion occurring at the discharge point. Oil and garbage traps will beincorporated to prevent downstream contamination.

10. Sanitation facilities will be flushing systems discharging to existing sewers wherethese are close by or to septic tanks and soakaways. VIP latrines are not considered suitableat these locations because of the high level of usage.

Acoess Roads and NMT Paths

11. The access roads will be constructed on the alignments of existing gravel or earthroads and NMT paths alongside existing roads. The roads will be sealed with surfacedressing and lined roadside drains and culverts will be provided. Erosion protection measureswill be taken at drain discharge points. Reseeding with grass and low bushes will be carriedout at the side of the drains with particular attention paid to cutflngs where natural seedingmay be slow. Unlined drains will be sufficient to cope with the runoff from the NMT paths.

Assessment, Monitoring and Evaluation

12. The Environmental Protection Council (EPC) is responsible for environmental matersbut they do not have sufficient resources to cope with assessment, monitoring and evaluationrequirements. Financial provision has therefore been made in the project to engage qualifiedlocal consultants for around 10 months. The supervision consultants will ensure compliancewith matters covered in the contract documents such as noise limitation and dust suppression.Terms of reference and selection of the environmental consultants shall be satisfactory to EPCand the Bank.

151 Annex §1

Page 1 of 2

REPUBLIC OF GHANA

URBAN TRANSPORT PROJECT

Doecuents Avalabe In Ihe Projedt MYe

1. Accra District Traffic Management and Improvement Study, Final Report by DeLeuw, Cather International Limited (May 1988) (D39104)

2. Accra District Traffic Management and Improvement Study, Amendment No. 1,Traffic Management Services, Sekondi-Takoradi Traffic Management Assessment Report, byDe Leuw, Cather lnerational Limited

3. Accra District Traffic Management and Improvement Study, Amendment No. 1,Traffic Management Services, Accra Expanded Traffic Management Assessment Report, byDe Leuw, Cather International Limited

4. Accra Urban Transport Options Study, Final Rer art by Alan Armstrong-Wright(October 1989)

S. Transport Taxation and Road-User Charges in Sub-Saharan Africa - Ghana CaseStudy, Reuben Gronau, The Hebrew University of Jerusalem (July 1991)

6. Road and Drainage Rehabilitation in Accra, Urban II Project, Detaled Design Report(Executive Summary, Vol. I - Report, Vol. II - Appendices, Vol. m - Field and LaboratoryTests, Vol. IV - Contract Packaging), by WatertechMott MacDonald (September 1991)

7. Proposals for 1992 Annual Estimates, Government of the Republic of Ghana, Ministryof Roads and Highways, Department of Urban Roads (October 1991)

8. Urban H Preparatory Studies: Accra Residential and Market Upgrading Study, FinalReport by Didex Consult (June 1992)

9. Assessing the Transport and Mobility Needs of the Urban Poor, Final Report by TDPConsult (October 1992)

10. Urban Transport Project - Addendum to Urban Poor Mobility Needs Study (Non-Motorized Vehicle Counts), Draft Final Report by TDP Consult (November 1992)

11. Urban Transport Project: Addendum to Urban 11 Consultancy, Road and DrainageRehabilitation. Inception Report by Mott MacDonald in association with Watertech, Ghana(December 1992)

12. Urb Transport Project: Addendum to Urban I Consultancy, Road and DrainageRehabilitation. Non-Motorized Vehicle Study, Report Part 1 - Standards, Mott MacDonald inassociation with Watertech, Ghana (January 1993)

152 Annex 61

Page 2 of 2

13. Environmental Assessment Report on Road Rehabilitation and Traffic MagementInprovements in Accra, Environmental Management Associates Ltd (February 1993)

14. As 13 for Sekondi/Takoradi.

15. Urban Transport Policy Action Programme. Final Report by Ross Silcock Partership

16. Detailed economic analyses.

IBRD 2461

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GHANAURBAN TRANSPORT PROJECT

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Accra-Bicycle Paths,Junction Improvements and

Transport Terminals to be Rehabilitated

PROJECT:\

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G JUNCflONSTO BE IMPROVED AF TtANSORT TERMINALS TO BE REHAIUTATEDSee Anne?es 4-5 & 4-6 fornames of jwtwdiom and temira's

AREA T WHICH ACCESSW~LL BE IMPROVED

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