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Africa is rapidly urbanising, and transport systems often cannot keep pace, leading to disconnected cities that might entrench car dependency (and preference), along with gender and socioeconomic inequality. In Ghana, transport emissions have risen 75% between 2000 to 2016, along with congestion, pollution and traffic accidents – despite attempts to quell the problem via bans on aged vehicles or more recently, penalties. This paper builds on prior work and argues that putting accessibility at the centre of transport systems will foster sustainability in these cities, yet such data is difficult to find, especially gender-sensitive mobility data. This paper uses a novel approach, combining qualitative and quantitative methods, to study the accessibility across genders in Kumasi and Accra and identify future scenarios for sustainable and accessible systems. This working paper presents preliminary findings.

In recent years the government of Ghana and a section of civil society have clashed over whether motorcycle taxis, christened okada, which are fast becoming a major public transport mode, should be encouraged or not. In an apparent submission to public pressure and in pursuance of sustainable urban development, the government eventually enacted landmark legislation banning the use of motorcycles for commercial purposes. Using stakeholders' perspectives, this paper assesses the synergies and tensions between the respective claims and counterclaims. Among the issues raised against okada are traffic congestion, danger to public safety, and worsening environmental impact. Proponents of okada extol the virtues of maneuverability, compatibility with bad roads, and demand-responsiveness. This study does not discount these claims but rather posits that, fundamentally, substantial allocative and technical inefficiencies have generated large public transit deficits and severe highway congestion, thus creating a market niche for okada. Our study highlights three major outcomes. First, it reaffirms the importance of evidence-based policy making as a solution for sustainable development initiatives. Second, it identifies the human security risks associated with a short- term vision and how reactive regulations can prepare the ground for segregation and fragmented access to the urban landscape. Third, it highlights the role of pressure groups and policy makers in shaping and re-defining urban transportation landscapes in an isolated manner. Rather than taking a systematic approach, such groups and policy makers react with little consideration for their clients: the commuters. The findings corroborate our earlier empirical studies, which revealed okada as an unofficial but thriving mobility option., Introduction Efficient urban transport infrastructure and services are the backbone of any efficient city system, and the public provision of these services remains the most socially desirable option. (1) In [...]

Sub-Saharan Africa (SSA) is rapidly urbanizing, and ambient air pollution has emerged as a major environmental health concern in growing cities. Yet, effective air quality management is hindered by limited data. We deployed robust, low-cost and low-power devices in a large-scale measurement campaign and characterized within-city variations in fine particulate matter (PM 2.5 ) and black carbon (BC) pollution in Accra, Ghana. Between April 2019 and June 2020, we measured weekly gravimetric (filter-based) and minute-by-minute PM 2.5 concentrations at 146 unique locations, comprising of 10 fixed (∼1 year) and 136 rotating (7 day) sites covering a range of land-use and source influences. Filters were weighed for mass, and light absorbance (10 -5 m -1 ) of the filters was used as proxy for BC concentration. Year-long data at four fixed sites that were monitored in a previous study (2006-2007) were compared to assess changes in PM 2.5 concentrations. The mean annual PM 2.5 across the fixed sites ranged from 26 μ g m -3 at a peri-urban site to 43 μ g m -3 at a commercial, business, and industrial (CBI) site. CBI areas had the highest PM 2.5 levels (mean: 37 μ g m -3 ), followed by high-density residential neighborhoods (mean: 36 μ g m -3 ), while peri-urban areas recorded the lowest (mean: 26 μ g m -3 ). Both PM 2.5 and BC levels were highest during the dry dusty Harmattan period (mean PM 2.5 : 89 μ g m -3 ) compared to non-Harmattan season (mean PM 2.5 : 23 μ g m -3 ). PM 2.5 at all sites peaked at dawn and dusk, coinciding with morning and evening heavy traffic. We found about a 50% reduction (71 vs 37 μ g m -3 ) in mean annual PM 2.5 concentrations when compared to measurements in 2006-2007 in Accra. Ambient PM 2.5 concentrations in Accra may have plateaued at levels lower than those seen in large Asian megacities. However, levels are still 2- to 4-fold higher than the WHO guideline. Effective and equitable policies are needed to reduce pollution levels and protect public health., (© 2021 The Author(s). Published by IOP Publishing Ltd.)