Countries such as Germany, Singapore, the United Kingdom, and even Ghana’s neighbour, Côte d’Ivoire, operate efficient urban transport systems. These systems are characterised by scheduled buses and trains, regulated fares, and reduced congestion; all designed to minimise hardship for commuters.
Ghana’s experience, however, stands in sharp contrast. Urban transport in Accra and other cities is plagued by long waits for vehicles, severe traffic congestion, and unregulated, often exploitative lorry fares that continue to burden ordinary citizens.
Artificial Shortage of Vehicles
On January 14, 2026, the Minister of State in charge of Government Communications, Felix Kwakye Ofosu, attributed the crisis to an artificial shortage of vehicles deliberately created by some private transport operators. According to him, buses often disappear during peak hours as operators seek to maximise profits.
While commuters acknowledge the vehicle shortage, conversations and personal observations reveal an equally troubling issue: fare overpricing. This practice worsens the plight of passengers who are already stranded during rush hours.
Consider this common scenario. A commuter travelling from Accra to Amasaman typically pays about GH₵7.00 for a direct ride. During peak periods, however, drivers deliberately shorten their routes. Instead of completing the journey, vehicles operate in segments.
Accra to Circle, Circle to Abeka, Abeka to Achimota Old Station, then to the Barrier, and finally to Amasaman. By the end of these multiple transits, the passenger may spend as much as GH₵20 to reach the same destination. This practice allows drivers to extract an extra GH₵13 from commuters through sheer exploitation.
The Ghana Private Road Transport Union (GPRTU) has dissociated itself from these practices. The union argues that the problem is largely driven by unregulated operators outside its control, who impose arbitrary fares and unfairly burden passengers.
The Role of Public Transport
As private operators continue to dominate urban transport and shoulder the needs of Accra’s rapidly urbanising population, questions arise about the effectiveness of public transport interventions.
What is the current state of the Ayalolo and Metro Mass Transit services?
According to the Greater Accra Passenger Transport Executive (GAPTE), only 80 of the 245 Ayalolo buses procured by government in 2016 are currently operational in Accra. Metro Mass Transit Limited in which government holds a 45% stake is also operating with a significantly reduced fleet.
But government once again has pledged to support Metro Mass, Ayalolo, and the private sector with new high-occupancy buses to augment services in the medium term. Additionally, a €1 million grant from the Spanish Embassy is expected to help expand the existing fleet.
While increased funding and fleet expansion are welcome steps, critical questions remain about long-term sustainability.
Sustaining Our Efforts
To sustainably resolve Ghana’s urban transport crisis, the focus must go beyond short-term interventions and address the structural and operational weaknesses that allowed inefficiencies to persist.
First, we must identify and close the gaps that led to private sector dominance in urban transport.
This gap largely emerged from the gradual deterioration of public transport operators such as Ayalolo, Metro Mass Transit, and STC. Over the years, several buses have remained grounded at terminals due to mechanical breakdowns, lack of spare parts, and prolonged maintenance delays. In many cases, these buses were never restored to service, leading to a steady decline in operational fleets.
In contrast, public transport systems in countries such as the United Kingdom, Germany, and the Netherlands operate under strong public oversight, even when services are delivered by private companies. Governments set clear operational standards, enforce route discipline, regulate fares, and monitor service quality. Private operators function within a tightly controlled framework, not as substitutes for weak public systems.
In Ghana, however, the rise of private operators has occurred without adequate regulation. What standards govern their operations? Who enforces fare compliance, route discipline, and passenger safety? Without clear rules and enforcement mechanisms, commuters remain vulnerable to arbitrary pricing and exploitative practices.
To address this, existing transport infrastructure and policy frameworks must be reassessed. Clear strategies are needed to balance private operators with revitalised public transport systems, while government steadily strengthens its own capacity. When public transport is efficient and dependable, pricing becomes predictable, services become reliable, and citizens are naturally drawn to public buses as their preferred mode of transport.
Second, strong operational frameworks must underpin any expansion of government-procured buses.
While the decision to introduce more buses is commendable, infrastructure readiness is equally critical. In many Western cities, public transport buses operate within dedicated bus lanes, allowing them to bypass congestion and maintain reliable schedules.
These lanes, supported by traffic enforcement and intelligent transport systems, make public transport faster and more attractive than private vehicles.
In Ghana, public buses often compete for road space with all other vehicles, leaving them stuck in the same traffic they are meant to relieve. Designated bus stops are poorly enforced, and schedules are largely unpredictable. This raises an important question: what differentiates public transport from informal private services?
For a system to function efficiently, passengers must be able to plan their journeys with confidence, knowing when a bus will arrive, how long the journey will take, and how much it will cost. Predictability, not availability alone, is the hallmark of an efficient transport system.
Third, a strong maintenance culture must be prioritised to ensure fleet longevity and service reliability.
One persistent challenge in Ghana is the tendency to prioritise procurement over preservation. Buses are purchased at great cost but often poorly maintained, leading to premature breakdowns and eventual abandonment.
In efficient transport systems across Europe and North America, maintenance is treated as an investment rather than an expense. Vehicles follow strict servicing schedules, maintenance budgets are ring-fenced, and performance audits are routine.
Public transport assets must generate value over time. To achieve this, buses must be handled with care, professionally maintained, and systematically replaced at the end of their lifecycle. Without this discipline, no amount of new procurement will solve the problem.
Finally, inclusive stakeholder engagement must guide reform efforts. Sustainable solutions require continuous dialogue among government agencies, transport unions, private operators, urban planners, and commuters. These engagements must go beyond consultations and focus on identifying real needs, agreeing on workable solutions, and ensuring transparent implementation.
Urban transport planning must also align with long-term city development strategies, ensuring that today’s investments support the planned city structure for decades to come.
Only by addressing both structural and operational challenges, guided by proven global models can Ghana build an efficient, resilient, and sustainable urban transport system that truly serves its people.
