Edward Puowele Karbo

Bicycle Traffic in Tamale

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SUMMARY OF THE FINDINGS AND RECOMMENDATIONS

The main findings of the study is presented in this chapter together with a discussion of their planning implications and recommendations. This is enumerated under land use and traffic characteristics.

1. The commercial area is over used. Only 0.9% of the total land is devoted to commercial use, which works out to be 0.5 acres per 1000 population. There is very little room for the expansion of the commercial area.
2. The main transportation routes namely, the Tamale-Bolga, Tamale-Daboya, Tamale-Salaga are all areas of intensive street side trading with consequent vehicular pedestrian, cycling conflicts.
3. The improper locations of land use areas in the central area, increases the congestion and conflicts. The separation of the butchers shop from the daily market has given rise to a heavy pedestrian movement between the two areas.

1. The composition of traffic in Tamale is dominated by the bicycle which constituted 23. 6% of all traffic. This was followed by the motor cycle 16. 6% private cars 14.8% Light commercial ll.6% Taxis constituted 11.5%
2. Even the composition at each census point is dominated by the bicycle; the motor cycle, car, light commercial vehicles and taxis, following in that order.
3. Peak hour volumes are directionally balanced at all points, and census point 4 is considered a critical situation.
4. A greater proportion of the traffic load is carried by the swingers' spot road (73.1% of the total two-way traffic) and the Dagomba road.
5. Volume/capacity ratios of more than one were observed at census points 2,4 and 6 which signify congested conditions. The rest of the points are on reserve capacity.
6. The Revoli lane carries the highest amount of bicycle traffic. This is 56.9% of the total two-way bicycle traffic.
7. The grossed up hourly volume showed a morning peak occurring at 7-8 am and the evidence of an evening peak at 5-6 pm.

1. Apart from walking, the bicycle is a popular means of traffic conducting 9.3% of the mode of travel of the households interviewed. This was followed by the motorcycle 5. 7%, taxis 5. 5%.
2. Home trips and work trips together constitute 46.7% of all journey purpose of households. Of this 31.8% was accounted for by the home trip. Home and work journeys constitute an important part of travel in Tamale.
3. A greater percentage of the motive for travel is fulfilled in the central area. Shopping, eat meal, change mode of travel, which together account for 31.4% of all journey purpose are fulfilled in the central area.
4. The desire for bicycle movement is high in the low income, and indegenous house areas which are found around the commercial area.

1. The main departmental stores, Kingsway, U.T.C. Banks, all on the Commercial street are the destinations of most of the pedestrian traffic.
2. The greatest volume of pedestrian traffic along a 20 yards portion of road was recorded on the 'Kit-Kat road which was 814 per hour. Significant volumes were handled by the Rivoli lane, the Daboya road and the Salaga road, which recorded hourly averages of 689 346, anri 328 respectively.
3. The hourly variation of pedestrian traffic on the Revoli lane, Auto exchange road shows the same pattern as that for the vehicular traffic. For the Revoli lane, the morning peak occured from 8-9 am with the corresponding peak hour volume of 640 per hour. The evening peak occurs probably from 4-5 pm. with volume of 828.

The above characteristics have a number of traffic planning implications. It is clear from the findings that the solution of the traffic problems in Tamale, can be obtained by manipulating the land use pattern within the central area, and the various modes of travel.

The concentration of activities both in time and space in responsible for most of the traffic problems in town centres. It is theirfore not difficult to see that a dispersal of activities could alleviate these problems. To be able to manipulate the above factors requires the formulation of a strategy which would embody both. The essential components of such a strategy involves the following:

1. There should be an overall land use policy to guide and regulate the use and distribution of land in the town. It is in the light of this that the proposed expansion and redevelopment of the Tamale Central area is most welcome.
2. The land use policy should be backed by an integrated urban transportation policy. The integration of the planning and management of the transport system is a necessary condition for a truly comprehensive urban development policy. It should also enhance the use of public transport and other simple personal mode of travel such as the bicycle. These should be assisted by the necessary legislation.