Source: The Conversation (Au and NZ) – By Janet Appiah Osei, Research Fellow, African Research Universities Alliance (ARUA), University of Ghana
Every morning in Accra, Ghana’s capital, thousands of commuters sit in traffic while minibuses and taxis compete for limited road space.
More than 70% of Ghanaians rely on informal public transport, predominantly minibuses (trotros) and taxis, for their daily mobility. About 84% of passenger trips in Accra are made using these modes (a 2017 estimate). Precise counts of vehicles are not available due to the informal nature of the sector, but thousands of taxis and trotros are active on Accra’s roads each day.
Despite the constant movement, the traffic’s progress is slow. Ghana’s cities are moving, but not efficiently.
Taxi and minibus services are essential. They provide flexible, relatively affordable mobility and reach areas that formal systems do not. For millions of people, they are the backbone of daily travel.
Yet surprisingly little is known about their diversity and characteristics.
I research how urban transport systems can be made more efficient and climate-friendly, particularly in rapidly growing cities where there are mobility challenges.
In my recent study of commercial vehicle models in Ghana’s urban transport system, I identified 52 different types of taxis and trotros currently in operation. This diversity reflects a system shaped more by market demand than by coordinated, large-scale planning.
My findings show a highly diverse fleet structure, with differences in vehicle capacity and service patterns across the fleet. There’s a strong reliance on conventional fuels and older vehicles. These patterns suggest a fleet that has developed gradually over time, rather than through deliberate and structured modernisation. The result is traffic congestion, higher fuel consumption and increased emissions.
I argue that a more structured approach to urban transport could allow cities to move more people with fewer vehicles, reduce overlapping low-occupancy trips, and improve fleet regulation and planning.
Why efficiency is a growing problem
Most taxis, which are typically sedan cars, carry only a few passengers per trip and operate over short distances. Trotros seating about 10-20 people carry more passengers and travel longer routes. But they still fall short of the capacity offered by larger buses used for mass transit, which can carry 50 or more passengers per trip.
This means more vehicles are required to move the same number of passengers.
In Accra alone, roughly one million passenger trips are made daily using these modes. As demand increases, the system responds by adding more vehicles, not by increasing capacity per vehicle.
This pattern is evident in the the city’s rapid motorisation: vehicle ownership rose from about 40 per 1,000 people in 1990 to 260 per 1,000 in 2015. This highlights how growing mobility demand has largely been met through more vehicles on the road, rather than through more efficient, higher-capacity transport.
The result is growing congestion, longer travel times and increasing pressure on already limited road infrastructure.
For commuters, this means more time spent in traffic. For cities, it means declining transport efficiency.
Environmental costs of low-capacity transport
The dominance of low-occupancy vehicles also affects the environment.
Vehicles that carry fewer passengers generally consume more fuel and generate higher emissions per passenger-kilometre compared to higher-capacity modes of transport. For example, one study on urban transport found that transit buses can reduce emissions by 82%-94% relative to sedan cars.
The cumulative effect of a large fleet of low-occupancy vehicles in Accra contributes to higher overall fuel consumption and increased urban emissions.
Expanding and strengthening high-capacity public transport systems is not only a transport issue, but also an environmental one.
Economic implications for cities and commuters
Inefficiency in transport systems has direct economic consequences.
Higher fuel consumption increases operating costs for drivers, which can eventually translate into higher fares. Congestion slows down the movement of people and goods, reducing productivity and increasing the cost of doing business in urban areas.
Efficient transport systems support economic growth by improving reliability and reducing delays. As Ghana’s cities expand, these efficiencies become even more critical.
Why the current system persists
Despite these challenges, taxis and trotros continue to dominate for good reason.
They are flexible, adaptable and responsive to demand. Routes can change quickly, and services can reach areas that formal systems often overlook. The relatively low cost of entry also allows many individuals to participate in the sector.
This flexibility has made the system resilient. But it has also limited large-scale coordination.
The case for high-occupancy transport
Improving urban mobility is not just about increasing the number of vehicles, it is about moving more people with fewer vehicles.
High-occupancy transport systems, particularly Bus Rapid Transit (BRT), a system that uses larger buses operating along dedicated corridors, carry more passengers per trip. A single high-capacity bus can replace multiple taxis or minibuses.
This does not mean eliminating existing transport modes. Taxis and trotros can play a complementary role as feeder services, connecting passengers to main transit routes. This integrated approach combines flexibility with efficiency.
Ghana has already made attempts to introduce BRT systems. But partial implementation has limited their impact. For such systems to succeed, they require dedicated lanes, consistent policy support, and long-term investment.
A critical moment for Ghana’s cities
Urbanisation in Ghana is accelerating. As more people move into cities, demand for transport will continue to rise.
If current trends continue, the number of low-capacity vehicles will increase further, worsening congestion and environmental pressures. Over time, this could reduce the overall effectiveness of urban transport systems.
Ghana now faces a choice: continue expanding a vehicle-intensive system, or move towards higher-capacity models that prioritise efficiency and sustainability.
What needs to change
Addressing these challenges requires coordinated policy action.
Transport planning must move beyond reactive, market-driven growth, towards long-term system design. This includes integrating informal transport operators into structured frameworks while investing in infrastructure that supports high-capacity movement.
In my view, priorities should include:
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full implementation of Bus Rapid Transit systems with dedicated lanes
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investment in high-capacity buses and supporting infrastructure
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integration of informal operators into formal planning systems
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gradual reduction of low-occupancy vehicles along major corridors
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stronger institutional coordination and long-term planning.
These steps can help create a more flexible and efficient, balanced system.
The future of Ghana’s cities will depend on a simple shift where more people, not more vehicles, are moved.
– ref. Ghana’s transport system is chaotic: how it can move more people with fewer vehicles – research – https://theconversation.com/ghanas-transport-system-is-chaotic-how-it-can-move-more-people-with-fewer-vehicles-research-278810