Conference on highway engineering in Africa Addis Ababa April 1974: Feeder road traffic characteristics and redevelopment needs in Ghana

UNITED NATIONS

ECONOMIC COMMISSION FOR AFRICA

FEEDER ROAD TRAFFIC CHARACTERISTICS

AND REDEVELOPMENT NEEDS IN GHANA

J. D. N. RIVERSON L. K. AFELE

UN625.7(6)063 C7485

V.8

ORGANISED BY THE ECONOMIC COMMISSON FOR AFRICA WITH

THE CO OPERATION OF THE BRITISH AND FRENCH GOVERNMENTS

UNITED NATIONS ECONOMIC COMMISSION FOR AFRICA

Conference on Highway Engineering in Africa-Addis Ababa April 1974

organised by

the Economic Commission for Africa with the co-operation of the British and French Governments

FEEDER ROAD TRAFFIC CHARACTERISTICS AND REDEVELOPMENT NEEDS IN GHANA

by

J. D. N. RIVERSON, B.Sc.(Eng>, M.Sc.,<Trans), A.M.I.T.E.

L. K. AFELE, B.A., M.Sc.<Planning)

Building and Road Research Institute University P.O. Box 40,

Kumasi - GHANA

This conference paper has been produced through the co-operation of the Overseas Unit of the Transport and Road Research Laboratory, Department of the Environment, the Overseas Development Administration of the Foreign and Commonwealth Office, of Great Britain and Northern Ireland, and the Secretariat d Etat aux Affairs Etrangeres (Fonds d'Aide et de Cooperation) of the French Republic.

FEEDER ROAD TRAFFIC CHARACTERISTICS AND REDEVELOPMENT NEEDS IK GHANA

ABSTRACT

Ofee paper describes briefly past attempts at studyingJ«^er road rements^ Ghana. It further discusses some results of studies of

of traffic and commodity movement, transport charges and road

ESlSL roads and their implications for tet™**'*

roads in the country. The need for additional needs of feeder roads in the country,

researches also been indicated.

INTRODUCTION

a predominantly agricultural economy like that of Ghana, the

aenfof the feeder road (or farm-to-market) system has been considered

as one of the priority programmes for increased agricultural production.

Since the end of 1966, when problems in food marketing Ma^te* *****

transport charges and hence high food prices the Government initiated some

sSdies and programmes (1, 2, 3, 4). These studies resulted in the

recommendation of a number of miles of feeder roads for improvement and

reconstruction. Programmes of reconstruction and improvement have been

going on since that time.

Between March and June, 1972, the Building and f^^}

undertook to study the progress of the programmes up to date. 3,255 miles

oTwer roads were identified as having been included in these programmes.

The data was obtained from various agencies who were either maintaining or

in charge of the reconstruction programmes of particular roads. The agencies

included the Public Works Department, the Social Welfare and Community

Development, Regional Administrations and the Cocoa Marketing Board {5).

By June 1972, 2151 miles had been completed with work in progress on 951 miles whilst work on 135 miles had been suspended. These findings gave an annual completion rate of 400 miles. Even though progress was satisfactory,

inherent problems with feeder roads and the need for more permanent solution,

made further studies necessary.

Inherent Problems and the Heed for Further Studies

The term "feeder road" has been used in Ghana to describe any grave* or

earth road or bush track irrespective of its function. Since most of the main

roads are maintained by the Public Works Department, to moat people every gravel road not maintained by the Public Worka Department is regarded as a

feeder road. One of the problems for the planning of feeder roads is thus

thH^ion of a proper definition for "feeder road" withi* a functional

classification system.

A functional classification was proposed in the Ghana Feeder Road Study

(1) which attempted a definition for feeder roads. Ohis class jf "jto «a broken down into' two: major and minor feeder roads together with a third

lower class termed local roads. These roads were defined as follows.

MAJOR FEEDER ROAD: Connect groups of relatively large villages !•«

than 5,000 population (6) to the secondary or trunk

road system or rail stations in some cases.

HIITOR FEEDER ROAD: Connect 3maller villages to roads of higher

classification. The villages served by these roads would not be less than 100 people In size unless there were large numbers of smaller villages. It has been suggested that the population class of villages be between (100-500) (7).

LOCAL ROADS: Provide access to fams and village*' of less than 100 population. These roads would Include fans access roads leading from villages to farms of

villages. Usually people using these roads consider them as feeder roads and all others as "main" roads.

Population data is often available for such classification but it is always useful to supplement it with data on traffic movement. This would provide the necessary basis for selection of design standards and the determination of maintenance requirements.

The above problem of identifying feeder roads is also evidenced by the general lack of mapping and locational information on them. Hitherto, such roads have only been of local concern and their planning has been

unco-ordinated. This has created a situation in which there exists a large mileage of roads of varying standards with the consequent lack of maintenance and proper organisation for such maintenance. The surface type usually

constructed (earth or gravel) is prone to deterioration by adverse rainfall

conditions and tends to aggravate their maintenance problems. However, it is generally believed that their low traffic volumes do not warrant up-grading to higher standards. These considerations made the need for further studies to determine needs, especially for maintenance necessary.

Network to be Studied

Existing reports (8) indicated that the comprehensive planning of feeder

roads would involve some 14,725 miles, over 70 per cent of the total road

system as indicated is Table 1.

This mileage distribution has changed with more roads previously

maintained by Local Councils now being maintained by Regional Organisations.

Data collected was not sufficient to up date all of the above data but the order of mileage of the different classes remains about the same. Some of the feeder road links are likely to be impassable at present though they existed sometime ago. For the purpose of further traffic studies, however, attention was set on about 2,900 miles of the 3,225 miles identified in the

reconnaissance studies mentioned earlier. These roads were expected to be passable and to carry some amount of traffic however small.

The Traffic and Market Studies

Between August and November, 1972 detailed information was collected on the selected roads- Roadside origin and Destination interview survey of drivers of all vehicles and headloaders was made on all the roads together with market day counts on roads and footpaths leading to 46 markets throughout the country. Data collected included vehicle type by weight and type of

service, Passenger and Commodity movements by weight, marketing activities transport charges and reasons for headloading provided by headloaders. The data collected can be identified on the forms used for the surveys shown in Figures 2 and 3, The distribution of census points throughout the country is also shown in Figure 1.

Interviews were conducted daily for a period of one week on each road

over a 12-hour period from 6 am to 6 pa. In some cases where traffic

dement was found to follow marketing periodicity, especially £ ^ and Upper Regions, counts were mounted on market days and one °^-^tet day.

Seal interviewers were receuited and trained where language changes occurred

etpeciSlHn the Northern and Upper Regions and the Volta Region. For the

rest of the Regions, interviewers trained at the Institute were utilized.

ANALYSIS OP DATA AND ITS APPLICATIONS

Data collected during the 0-D surveys were analysed manually utilizing specially prepared summary sheets. The analysis provided information on the 12-hour traffic volumes necessary for estimating total vehicle operating cost savings and the proportion of maintenance cost related to traffic. In

addition to traffic volume data, the analysis determined the volumes of passengers on vehicles as well as the weight of various commodities carried by both vehicles and by headloading. The unit cost of transportation of selected commodities were also determined from data collected during the

interviews.

Commodity weights were determined from standard weights established by the Ministry of Agriculture for standard containers and by sample weighing of other containers at the Food Distribution Depot in Kumasi as well as visual comparative assessment of quantities and weights at the market.

Mileage information for estimating distance between Origin and

Destinations on Feeder Roads were determined from mileage data compiled from the vehicle reconnaissance road condition studies. Additional mileages were estimated from existing topographical maps.

VEHICLE TRAFFIC CHARACTERISTICS

12-hour Daily Traffic Volumes

For each road, the daily 12-hour total volume (6 am - 6 pm) was

determined for six different classes of vehicles and these were summed over the period of survey. This period varied from 1 day (usually the market day of the nearest market) to 7 days. The average daily 12-hour volumes were classified into 6 ranges as shown in Table 2. This gave an indication of the level of usage of each road. Regional comparisons are also shown in Table 2.

For the country as a whole, only about 2 per cent of the number of roads studied have 12-hour volumes of over 100 vehicles. About 52 per cent have volumes below 25 vehicles per day (12-hour) with about 50 per cent and 16 per cent between 25-50 and 50-100 respectively. Of the four roads with 12-hour volumes over 100, one is in the Brong-Ahafo Region which is the 3-mile tarred section of a 38 mile road in the Brong-Ahafo Region. The section connected two big towns. The remaining 35-mile section has a volume of less than 25 with a count point near the other extreme end of the road. The other road in the Western Region, is a gravel road which is virtually the only trunk road through the Northern-Western corner of the Western Region. The counts on this road were done for two market days only. The volumes on these roads do not appear typical of thearerage feeder road studied.

A Regional comparison shows that the Upper, Western and Northern Regions have over 30 per cent of their roads studied with 12-hour volumes below 10 vehicles. The Central Region has 25 per cent and the rest below 20 per cent.

Table 3 also indicates that the National average daily 12-hour volume is

38 with averages for the Upper, Western and Northern Regions below the National average as expected. Eastern and Brong-Ahafo Regions have just about average with the rest of the Regions above average. The Upper and Western Regions show significantly low average volumes of 13 and 17 vehicles respectively.

Vehicle Classification Characteristics

The total number of vehicles under the six classes selected were compiled on a regional basis and their percentage distributions are shown in Table 3 and also in Figure 4. The data pr«a«nted are for the roads for which full 7-day counts were made. For the country as a whole, motor cycle represent about 3 per cent of the vehicles that travel on feeder roads. Vehicles with Gross weight between !■£• to 3 long tons represent the highest percentage of about 31. These are mainly vehicles with a mixed passenger and goods service or mainly passenger service. Vehicles in the 3-5 ton class are Mainly mixed service type vehicles also carrying a substantial amount of passenger traffic.

Cars and vehicles less than 5-ton gross weight represent about 70 per cent of the total traffic on feeder roads. This explains the relatively large

proportion of passenger traffic obtained in the commodity analysis discussed later.

Regional characteristics differ slightly but it is worth noting the high percentage of motor cycle and scooters in the Upper and Northern Regions.

There is also a high percentage of vehicles with gross weights greater than 7 tons including tractors indicating the extensive use of the heavier goods vehicles for transport of both commodities and people. Cars and light

commercial vehicles also represent a high percentage of the traffic in these two regions. There are comparatively far less motor cycle and scooter traffic in the other regions representing not more than 1 per cent in most cases. The relatively flat terrains and the generally lower incomes and less development of the two Regions may account for the difference.

In the Western Region, the heavier vehicles of gross weight greater than 5 tons gross weight represent more than 60 per cent of the total traffic. A high percentage of such vehicles is also represented for Ashanti and Brong-Ahafo Regions. The preponderance of timber traffic and other heavy goods traffic is noted for these particular regions. In the Western Region in particular, heavy rainfalls cause a more rapid deterioration of the gravel and earth surfaces of the feeder roads. Heavier and high vertical clearance vehicles are therefore more often utilized for both goods and sometimes passenger transportation.

Determination of Daily Traffic Volumes

Traffic volume data were most conveniently collected over the 12-hour period 6 am - 6 pm. Certain assumptions were, however, made from field study of the feeder road travel characteristics as well as an examination of the 24-hour traffic data collected on some Secondary gravel roads in Ghana to obtain factors for converting 12-hour volumes to Average Daily Volumes. The percentages of the 12-hour volumes of the ADT are shown on the bottom row of Table 2. For roads with less than 10 vehicles per day, most of the information concerning them were obtained during the period of the study to cover all the traffic moving during the whole day. An examination of data on 24-hour traffic volumes collected by the FWD during their annual traffic counts on some Secondary gravel roads indicate that 12-hour volumes represent between 60 per cent and 100 per cent of the Average Daily Traffic volumes. The higher volumes generally have the lower percentage of 12-hour volumes. On the basis of this the percentage factors shown in Table 2 have been estimated for further estimation of ADT's for Economic Analysis of the individual roads.

12-hour traffic volumes have, however, been used for comparison between roads

and Regions in this paper.

n of Monthly and Weekly Variations

For the purpose of determining the monthly variations in trav^

and commodity flows) as well as the seasonally, data was ^Jj^*^

monthly market taxes collected in various markets throughout the country for

?970/7? Ld 1971/72. The totals for various Local Council areas were utilized lo represent variations for roads in the area. The proportion of -"»"""

of each month from August-November, the period of the survey, was taken as representing the same proportion of the total annual traffic flow of the

monthly traffic volumes estimated.

Limitations of tine and scope made it necessary, to adopt this method which was first utilized in the market study of Agogo (9). The method is based on the assumption that since commodity taxes are levied in elation to the volume of commodity brought to the market, the variations by the month indicate the variations in commodity flow as well as traffic flows. This

assumption is to be verified by further data collection but lack*of

comprehensive data at present makes it an acceptable basis for expanding monthly traffic flows to annual flows. Observations in the Agogo study based

on scanty data showed, correlation co-efficients of 0.94 and 0.99 were

obtained for market tax variations related to vehicle and commodity flows respectively. The conclusions were acceptable for this study in which comparative assessment of priorities has been made.

Data collected for any paricular week was considered to be typical of an average week in the particular month of study. Equivalent factors were

utilized to gross-up the weekly or part-weekly data to monthly flows before

utilizing market tax variation factors for grossing up the data to annual

flows.

Passenger and flnmmnH-ity Movement

It has been ahown that the greater percentage of traffic by weight moved

along the roads surveyed were passengers. They account for about 835*. of the total carriage of goods and people. Although there are variations from one road to another, trends are similar to those shown by the Regional figures

in Table 4. The total volume (by weight) for each region depends on the number of roads surveyed and also whether the period of survey coincides with the

harvesting season of any particular crop. An examination of the regional characteristics provides an insight into the important crops grown in the

regions.

Commodity Transport by Headload

Headload movements account for a significant proportion of the movement

of commodities on the feeder roads. Utilizing data for 151 of the roads

studies, Table 5 shows for various selected commodities, the percentage

carried by headload. On the whole about 38# of the commodities transported

throughout the country was by headload. There are differences between

commodities and regions and particularly for individual roads as shown in

Fisure 5. In Table 5 the Upper, Northern, Western and Greater Accra Regions

have percentage headload transport greater than the National Average. These

valuercould be indicators of unavailability of transport in general or high

transport costs. At the same time they could indicate the state of feeder

road development and condition as well as local marketing patterns. The

higher the percentage of headloaded commodities, the more commodities would

be for local market sales and consumption. The tonnage values presented in this paper are only useful for relative comparison and broad needs determination.

Reasons for Headloading

During the surveys headloaders were interviewed concerning reasons why they carried the commodities themselves instead of by vehicle transport. The percentage distribution for selected reasons are shown in Table 6. In general, the main reason for headloading commodities was found to be the lack of

transport facilities with about 54% of the people complaining. Over 32% of the people either found vehicle transport unnecessary because of short

distances or small quantities of commodities or just preferred to headload for diverse reasons. Cost of transportation did not appear to be a major factor even though it could be a factor indirectly. Since headloading was often free and owners carried their own commodities, there would be savings for both passenger and commodity charges. Headloading was, however, generally over short distances of about 2 miles though people could walk, especially in Northern and Upper Region up to and over 5 miles to go to the market. In these two particular regions, commodities carried by headloaders sometimes could be just one or two fowls or some eggs. Marketing is in general more of a social activity in these areas. Lack of transport facilities is also the major reason for headloading in these regions.

Diversion of Headload Traffic to Vehicle Transport

It may be stated in theory that with good road surfaces, vehicles would ply a particular route and farmers would convey commodities to the market or village by vehicle transport. Poor road surfaces would normally attract fewer vehicles and encourage headloading. There is thus a likelihood of relating condition of the road to the percentage of headload traffic and the traffic volume. This could further help in determining the amount of

headloaders likely to divert to vehicle transport if further related to the reasons for headloading. The assumption above sounds plausible but its

applicability depends on several factors including the reasons for headloading already stated.

In Figure 5, percentage of commodities headloaded is plotted for various road conditions good, fair and poor, against the 12-hour traffic volume on the roads. The data show some scatter and do not indicate clear differences between the different road condition classes. This may be due to the

possible subjective assessment of road condition by different engineers which could produce some scatter. There is, however, some relationship between the traffic volume and the per cent headloading and two main curves can be drawn for the data as shown in the figure. The top curve represents roads in good condition and the lower curve those in poor condition. There is a residual proportion of headloaded commodities even at higher volumes owing to local preferences for headloading for various reasons. Generally, for the roads in poor condition, the traffic volumes would not tend to increase very much owing to higher operating costs.

It is also evident from the graph that the rate of increase in percentage headloading is higher for roads in poor condition as the volume decreases.

There is a definite break around the traffic volume of about 25 vehicles.

Thi3 suggests a break point for classification purposes. Road3 with 12-hour volumes below 25 would be. of the "minor feeder" and "local road" classification.

The likelihood of diversion from headloading to vehicle transport would also be higher for such roads.

Charges on Feeder Roads

Data on transport charges were ascertained to determine the pattern of transport charges on feeder roads. Regional Average unit transport costs for selected commodities have been indicated in Table 7. Plantain and Caasava appear to have the highest unit transport charges of 46.5 and 44.9 pesewas per ton mile, respectively.

Rice has the lowest average unit charge of about 29.9 pesewas per ton mile. Cocoa, Maize and Tarn have charges of about 58/ton mile. Average

passenger fares fluctuate around 2 peaewas per passenger mile. State

Transport rates are one pesewa per passenger mile and six and half pesewas per ton mile for commodities. These fares apply mainly to bitumen surfaced roads and the comparative unit rates obtained in the study indicate the relative condition of feeder roads. This then indicates that an improvement of feeder roada in general to bitumen surface condition could cause a reduction in transport costs though not necessarily to the level of the Government rates.

Generally, vehicles below 1* ton groas weight charged higher fares than those above the same weight. This was the general trend from region to

region though variations from road to road were evident. It would be expected that generally, roads in poor condition would also attract higher fares.

ADDITIONAL RESEARCH AND DEVELOIMENT NEEDS

The preceding sections have described certain traffic characteristics observed on feeder roads in Ghana. The actual study, part of which is only described here would go on to indicate specific needs with regard to

rehabilitation and maintenance of feeder roada. Detailed vehicle operating costs have been determined for the purpose of estimating benefits from the vehicle operating cost savings for economic analysis. The traffic

characteristics described in this paper provide a baaia for determining

broad needs on a Regional basis aa well as for individual roada as applicable.

The ranges would aid classification and selection of design standards.

Traffic volume ranges I, II, III in Table 2 could represent the three classes of feeder road, local, minor and major feeder roada respectively.

In Table 2, the average road mileage in the last column alao provide a basis for determining the extent of area feeder road development in particular regions. The higher road mileages indicate that generally road development has provided longer access routes and the density of development would be relatively lower. Where the main road system ia well developed, the feeder road development tenda to be shorter atretchea of road from market to existing

main roads or other major markets and towna.

The determination of traffic characteristics would require continuous data collection to show changing trends. It is planned to incorporate such data collection in a 100-point traffic census which is yet to be executed in Ghana. It ia also planned to atudy the validity of the use of variations in market tax collections for determining traffic flow variations.

The traffic characteristics presented may be similar to those in other countries. Some of the methodologies are yet to be refined and the assumption completely verified but they could form the baais for aimilar studies in other developing countries. Detailed redevelopment needs could be determined with more data and further analyaia but broad needs have been identified. There is no doubt that the present studies have opened the way for further data

collection and analysis aimed at presenting more up to date characteriatica

of feeder roada.

TABLE 1

HOAD DISTRIBUTION BY MAINTENANCE RESPONSIBILITY AND CLASS (1970)

MAINTENANCE ORGANISATION/CLASSIFICATION

a. Feeder roads:

1. Public Works Department 2. Regional Organisation 3. Local Council

4. Private - Mainly Timber tracks (estimate)

TOTAL FEEDER ROADS

b. Trunk Roads (Bitumen) (PWD) c. Secondary Roads (Gravel) (PtfD)

NATIONAL TOTAL 20,649

MILEAGE

2, 7, 4,

14,

3:

2, 604 676 ,446 ,000

,725 ,589 ,335

REGION

UPPER

NORTHERN

BRONG AHAFO

A3HANTI

EASTERN

WE3TERN

CENTRAL

GREATER ACCRA

VOLTA

TOTAL

AVERAGE ROAD MILEAGE

PERCENTAGE OF AVERAGE DAILT TRAFFIC VOLUME OF 12-HR VOLUME

TABLE 2

GENERAL REGIONAL TRAFFIC CHARACTERISTICS

12-HOUR TRAFFIC VOLUME CLASS/RANGE++

0-9 No 13 59 5 35.7

6 15.4

8 18.2

3 8.8 6 40

25

12.5 48 22.5

Mge

115 62 55.5 66.7 105.5 64.3 20.8

418.4 18.0

11.95 100

II

10-25 No

7 31.8

3 21.4 13 33.3 11 25.0

6 40 4 20

33.33 7 43.8

29.663

Hge

80

69

133.8

123.5 51

92.5 6

31.5 93.1

680.4 29.2

13.61 95

III

25-49 No

2 9.2 4 28.6 13 33.3 14 31.8 16 47.0

2 13.3

7 3 33.3

2 12.5 6329.6

Mge

13 112

89.5 183.5 175.8

77 51.5 18.3 37.5

757.6 32.6

13.53 90

IV

50-99 No

2

14.36 15.4 11 25.0

5 14.8

4 20 3 33.3

4 25.0

16.435

Mge

40.5 116.3

119.8

50

57.3 23.8

44.1

451.8 19.4

13.29 85

100-149 No

1 2.9

1 6.2

2 .9

8.3

15.3.7

7.6!

80

VI 150-200

No

1 2.6

1 6.7

.9

Mge

.1

TOTAL

No

22

14

39 44

34 15 20

9 16

213

268

283.5 398.1

493.5 293.8

233.8

135-6 73.6

206.6

18)+

13) 25) 44) 30) 11) 14) 9) 14) 2,326.5 (178)

AVERAGE ROAD MILEAGE

11.56 21.81

15.92

11.22

9.69

21.25 9.69

8.18

14.76

13.07

NOTE: + Figures in brackets indicate number ++ The data compiled include roads for

of roada for which mileage information was determined during the which all counts ranging from 1-7 days were made.

Road Condition Surreys

TABLE 3

REGIONAL DISTRIBUTION OP VEHICLES BY CLASS ON FEEDER HOADS

VEHICLE CLASS (No and

week 7-day counts on them._7y

2 Column 8: Figures in brackets show the average 12-hour traffic volume for

each region and for the country as a whole.

5. Figures on second line for each Region show the percentage distribution for

each Region and for country as a whole.

4. Vehicle Classes:

A - Motor Bikes/Scooters ,

B - Cars and Vehicles with gross weight less than 1* tons C - Vehicles with gross weight 1-J-3 tons

D - Vehicles with gross weight 3-5 ton3 E - Vehicles with gross weight 5-7 tons

F - Vehicles with gross weight above 7 tons including Tractors

REGION

Upper Region Northern Region Brong Ahafo Ashanti Region

Western Region Central Region Eastern Region Greater Accra Volta Region

TOTAL VOLtlHE

WEIGHT IN LBS

1,791,084 1,461,741 7,541,847 18.796,321 1,662,551 7,080,884 12,492,549 2,672,749 5,531,843

TABLE 4

passenger/commodity volumes

% OF TOTAL VOLUME (BT WEIGHT)

CASSAVA COCO- YAM

1.89 0.50 0.73 0.96 1.00 0.77 1.75 0.65 0.35

RICE

12.77 5.13 0.80 0.19 0.26 0.45 0.28 0.00 1.01

* Average passenger weight is 130 lbs

TABLE 5

COMMODITY TRANSPORT BY VEHICLES AND HEADLOAD REGIONAL CHARACTERISTICS

REGION

UPPER NORTHERN BRONG AHAFO

ASHANTI WESTERN CENTRAL EASTERN GREATER

ACCRA VOLTA

GHANA

No of Roads

14 23 15 40 12 113 22 3

9 151

OOCOA

Volume

(tons)long

0 0.

2.

900.

37, 52 322 0

30

1345 4 8 4 4 .4 .0 .0

.0

.4 1®L

0 0 36.

23.

40.

33.

34.

0.

48.

30.

5 4 05 7 6 0

2

9

MAIZE

(tons)

43.

41.

71 311.

36.

84 175 3

73 841

0 8 1 8 8 6 .7 .4

.5 53.

75.

51.

28.

59.

27 23 79

9 45 L

2 8 6 0 0 .4 .8 .6

1 .3

PLANTAIN

Volume

(tons)

0 0.

79 735.

61 273 329 5

25

1511 3 5 9 6 1 6 7 .3

.1

^>H

0 100 43.

34.

55.

32.

18.

39.

30.

44 5 0 9 4 0 4

7

2

YAM

Volume

(tons)

96.

26.

145.

77.

8 216 56 1

17

645 5 3 2 2 7 .6 .4 .8

1 .8

7&H

82.

78.

43.

28.

60.

36.

32.

0

27.

48.

0 5 7 7 1 0 7

8

7

COCOYAM

Volume

(tons)

0.

0.

13.

133.

14.

222.

71.

0

3 460

8 2 6 9 5 5 9

.0

.4

/wl]

0 0 48.

48.

58.

0, 15

0

45 27

8 8 3 9 8

► 2 .2

CASSAVA

Volume

(tons)

1.

0.

14.

96.

45.

138 142 12

16 468

4 4 5 4 2 ,6 .6 .8

.3 .2

66.7 100

82.3 61.4 57.5 41.9 31.7 52.6

23.4

57.5

RICE

Volume

(tons)

108.

34.

10 18 11

0 73 0

5 262

8 6 7 0 0 .5 .2

.2

.0 67.

86.

10.

35.

51.

0 20 0

0

33 5 2 4 4 1

A

.9

TOTA]

Volume (tons;

250.

108.

337.

2273.

215 988 1171

23 170

5538 5 0 b 5 3 ,2 3 .7 .1 .1

%H

42.

79.

32.

2b.

#>.

15 42

1<!

38 2 0 I 2 1

/ 2 .3

.3 .3

Headloaded

TABLE 6

REASONS FOR HEADLOADING

REGION

UPPER NORTHERN BRONG AHAFO ASHANTI WESTERN CENTRAL EASTERN

GREATER ACCRA VOLTA

GHANA

PERCENTAGE OF HEADL0ADER3 STATING REASON

Prefer Headloading

10.7 4.8 21.9 24.0 16.4 16.2 18.3 34.0 26.0

19.1

No Transport

69.1 63.0 54.8 53.6 47.5 49.7 46.4

58.1 43.6

54.0

Short Di3tance

2.0 7.6 14.8 11,10 14.6 20.1 23.80

7.9 13.6

12.8

No Feeder

Road

3.3 8.7 0.2 1.8 2.0

6.4

1.8

12.5 4.1

High Cost

2.2 4.7 10,4 3.8 5.7 2.4 4.3

1.3 3.9

Small Quantity

6.9 2.6 1.5 0.3 0.2 3.7 0.2

1.0

1.8

Cycling

1.2 0.3 0.2 3.4 0.1 0.0 0.0

0.0

.6

Others

4.3 2.8 1.0 1.2 16.8 1.7 2.6

1.4

3.5

TABLE 7

PASSENGERS/COMMODITY TRANSPORT CHARGES COMMODITY TYPE

REGION

UPPER NORTHERN

BRONG AHAPO A3HANTI WESTERN CENTRAL

GREATER ACCRA EASTERN

VOLTA

GHANA

— i' i

Passenger

2.07 2.48 2.31 2.40 1.78 2.27 1.69 2.16 2.05

. i ■ - ■ '■■■ ■"■

2.15

TRANSPORT CHARGE

Cocoa

—

-

55.86 42.55 45.42 35.17

-

43.70 54.43 38.52

Maize

57.92 13.04 40.86 40.94 40.94 29.52 38.72 45.70 35.13 38.03

in pesewas*/ton-weight-mile Plantain

-

-

43.81 31.12

60.81 46.85 43.28 52.21 47.13 46.46

Yam

16.85 51-27 48.14 57.57 39.67 30.29 16.95 59.15 61.58

57.92

Cassava

-

35.06 61.33 46.15 139.14 43.85 29.14 48.88 55.31 44.86

Rice

35.87 17.53 30.94 24.70 25.50

—

—

50.27 24.91 29.89

* 100p = i 1-00

^ 1.15 = tf LOO (US)

REFERENCES AND NOTES

1 j V S de Graft-Johnson et al. "The Ghana Feeder Road Study - Programme for 1968-69" - August 1968. BRRI/USAID

2. Scott, D A. "The Asesewa Market and Feeder Road Study" - September 1966

3. BRRI/USAID University of Ghana. "The Asesewa-Sekesua Market - Feeder

Road Network Study" - 1967

4 The Ministry of Agriculture - Economics and Statistics Division - Market

* and Feeder Road Studies of Various Markets throughout the Country -

1968, 1969 - Unpublished

5 The Public Works Department is the Government Agency responsible for the

* preparation and execution of all major highway projects as well as the

maintenance of all the main roads in Ghana

The Social Welfare and Community Development have been executing self-help road projects but are presently supervising the feeder road reconstruction

programmes since July 1971 *

The Regional Administrations have maintenance organisations responsible for a number of miles of feeder road in each region

The Cocoa Marketing Board have financed feeder road construction programmes especially in relation to cocoa growing areas

6. In Ghana, towns with populations above 5,000 have been defined as Urban

areas

7 JDN Riverson. "Planning of Feeder Roads within the National Network"

Presented at the West African Course for highway engineers - September

1972. Unpublished

8 P W D Annual Report and J W 3 de Graft-Johnson, JDN Riverson and

J N Okyere. "Towards a Continuing Highway Planning Programme in Ghana" -

BRRI 1970

9 Vickery et al. "Determining Priorities for Construction and improvement of Agricultural Roads - The Case of Ghana" - University of Ghana,

Economics Department 1972

10'

imrnm Railway line

•^^— Main roads Feeder roads --n- Traffic survey

points

• Regional capitals Other towns and villages A Markets studied

Regional boundary Navrenqo V

"OLGATAN R EJj I 0 N

10 5 0 to 20 30 40 50 Miles

Fig.1

2- 1- 0* 1*

MAP SHOWING TRAFFIC STUDY POINTS AND MARKETS

G5689

Fig.2 FEEDER ROAD TRAFFIC/ MARKET STUDIES

ROAD/FOOTPATH.

i — '

TYPE ( Uniil)

HEAD LOADED COUMOOITI

0KI9IH ..

"

-

C 3

^m— ^—-~—^——

-

- " —"

HECK POINT PI

PRICE IF

0. ^EHUMPATOR.

R E U A « K S lR*«on> tor h>adlOO«l>g «C)

_ -. ■ "

... .

__ _ _ . ...

.__ _

Fig. 3 FEEDER ROAD TRAFFI C/MARKET STUDIES

G56S

ALL REGIONS

UPPER

NORTHERN

BRONG-AHAFO

EASTERN

WESTERN

UNI

CENTRAL

GREATER ACCRA

m.

VEHICLE CLASSIFICATION

Motor cycles/ Scouters Cars and < \\ ton venicles 1-^—3 ton vehicles 3 — 5 ton vehicles 5 - 7 ton vehicles

< 7 ton and t'oclors

HOTE Numltn gnu*

percentages tor cgch dan-

Fig. 4 REGIONAL DISTRIBUTION OF VEHICLES BY CLASS ON FEEDER ROADS

G5691

LEGEND

condition.

12-HR TRAFFIC VOLUME

Fig.5 PERCENT HEADLOADED COMMODITIES VRS TRAFFIC VOLUME

Q01 aCO ro