Barbara Gruehl Kipke

Bicycle Usage in Two Cities of Africa

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BICYCLE TRAFFIC IN AFRICA - Traffic Situation in Ghana

In comparison to Burkina Faso, the traffic composition in Ghana is characterized by more pedestrian traffic and a low percentage of mopeds. The importance of the bicycle varies considerably from region to region. Traffic volume could be reduced significantly if the telephone network were improved. For example, at the University of Ghana there was not one functional telephone available. At times there are bottlenecks in the transport sector. In 1984 motorized traffic was brought to a halt when petrol was not available for a year. The effects on the economy were drastic. During this time bicycles were rationed (local newspaper article dated August l5th, 1984). At present, the supply situation has improved considerably. Some bicycles are still being bought as security for times when petrol may be harder to come by.

Whereas the bicycle is a major form of transportation in northern Ghana, in the cities as well as in the rural areas it hardly plays a role in southern Ghana. In Accra and Kumasi it is hard to find a bicycle. The few bicycles that are in circulation, are used by people originally from the Northern region or by cycling ice-cream sellers. Instead, more trips are made on foot, but also tro-tros and taxis play a larger role. Tro-tros are small private buses with wooden benches, that cover fixed routes and cost only 10 cedis (l US Dollar is approx. equivalent to 155 cedis) per trip (7 UScents) in Kumasi. Taxis usually ply fixed routes as well and ask 30 cedis (20 UScents) per passenger. These forms of transport have irregular departure times because they wait at terminal collection points until the vehicle is filled to capacity. In the capital city of Accra, where the highest percentage of private motor vehicles are to be found, traffic jams can be observed at peak hours.

1. Production

   There is only an insignificant bicycle production capacity in the cities Kumasi and Tamale. Bicycles of the makes Tomos, Tiger and Fao are assembled there, that cost at least 20 000 cedis (130 US$). Most bicycles are imported, whereby the most common makes are Phoenix from China, Raleigh from England as well as Nigeria, and Hero from India.

2. Service Network

   The service network for bicycles depends on the extent of bicycle usage and is therefore different from region to region. Bicycle sales outlets are also to be found in the south. Northerners sometimes buy their bicycles there because imported bicycles are less expensive. As in Ouagadougou, bad road conditions lead to higher wear and tear on bicycles. Spare parts availability is made difficult by the existance of so many bicycle makes.
   Bicycle repairers are often also bicycle rental outlets.

In Ghana taxes are also collected from bicycle owners (14, p. 17 & 45). This money has hardly found its way into bicycle promotion measures, even though the urban planning bureau recommended the construction of bicycle paths and bicycle parking facilities as early as 1973 in Tamale. These plans have not been realized to date.

The inner-city traffic in Tamale is composed of the following means of transport, ordered according to their importance: bicycle, private motor vehicles, motorcycles, public transport and taxis. In 1975 13% of those surveyed owned bicycles (14, p. 44). In 1960 there were only 30 taxis and six public buses available to the then 58000 inhabitants of Tamale (8, p. 24). Taxis also ply specific routes in Tamale for 20 cedis per passenger (15 UScents). Traffic jams were not observed during peak hours even though this city is the major traffic junction of the Northern region. Since there are no roads that bypass the town of Tamale, the inner-city traffic is nevertheless burdened by additional long-distance thru-traffic.

1. Inner-city traffic

   In Tamale the information pertaining to inner-city traffic is fairly extensive for a town of approx. 140,000 inhabitants. As part of the Tamale/Kumbungu survey in 1971, the typical daily activities of men, women and children were established (Fig 11).

   Figure 11
   Daily Activity Chart for Tamale
   Source: Tamale / Kombungu Survey, p.67

   Furthermore, a study was conducted in 1975 which included the trip purposes of those surveyed (Table 2).

   Table 2: Distribution of Journey Purpose (Karbo, p.35)
   Source: Data gathered by Mr. E.K.A. Tamakloe Senior Lecturer. Department of Planning, U.S.T.

   It can be seen that, similar to Europe, most trips have home base as either origin or destination. The next frequent destination is the workplace. A traffic count in 1975 had a "modal split" of 24% bicycles, 17% mopeds/motorcycles, 15% private motor vehicles, 12% taxis, 12% small transporters and 20% "others" (13, p.24). The modal split determined from home interviews (14, p. 25) is as follows:

   Table 3: Composition of traffic by sample home interview
   Source: Data gathered by Mr. E.K.A. Tamakloe Senior Lecturer. Department of Planning, U.S.T.

   The discrepancy between the traffic count and the home interviews can be explained by the fact that the traffic count only included vehicles, thereby overlooking the numerous pedestrians.

   Daily time graphs are also available. They show that the peak hours are different than in Ouagadougou: 7 to 8 o'clock, 12 to 14 o'clock and 16 to 17 o'clock (36, p.99). Unfortunately no information is available pertaining to trip lengths. It is known, however, that most activities are concentrated in the city center, and therefore longer trips are the result (14, p.2, 32).

   The traffic volume is subject to seasonal variations, since a large percentage of the city inhabitants are farmers, who mainly travel to their fields in the rainy geason. Other fluctuations in traffic volume can be observed, when the central water supply is not functioning, which is often the case. Females are forced to undertake many trips during these periods in order to fetch water.

2. Bicycle Usage

   In Tamale, the bicycle is the most used transport vehicle. The following types of workers predominantly use the bicycle: administration employees, workers and farmers, who all generally have low incomes. Farmers use bicycles to reach their fields, which are often located six to eight miles from Tamale (8, p.15). Women do not use bicycles at all in Tamale, even though they have to traverse long distances.

   A hindernis to bicycle usage is bicycle safety, but no details are available. Even though theft seems to be a problem in Tamale, little is known about its extent.