Accra-Tema Motorway: A Reflection of Failed Policies

Author: Charles Kwame Boakye

The Accra-Tema Motorway is fast deteriorating, becoming a death trap, with high traffic growth and encroachment of right-of-way, and unless serious efforts are made by the Government to save this vital national asset, traffic build-up and inconveniences to commuters will soon dwarf what exists on other heavily trafficked streets in Accra.

Poor land-use development, excessive axle loading, and substandard maintenance practices are pushing the motorway into an irreversible destructive spiral, posing major threats to productivity and national security.

Ghana built its first and only motorway linking Tema and Accra in 1964 as part of the countrys program of transforming Tema into an industrial hub of the newly-independent nation. Among the features of the motorway was a dual carriageway with a median or a central reservation area that completely separated the two carriageways. Like all motorways, the Accra -Tema motorway was designed prohibiting pedestrian movement, parking areas or U-turns. Moreover, until recently, no road joined the motorway at any other section except the entry and exit points.

At 45 years old, the 19km Motorway is the oldest paved road in Ghana. Being a concrete pavement, it is more expensive to construct than asphalt or other bituminous surface roads, but it is more economical to operate over the long term. It is longer lasting, stronger, and requires minimal maintenance. There are several concrete pavements in Europe and North America that are almost 100 years old and the Accra Tema road could have easily attained this status if it had been managed well. Unfortunately, it appears to be in its last days with its elegant and shiny concrete pavement already fading out.

It is showing defects and the condition of the pavement is worsening by the day. Critical observation shows it is rapidly deteriorating as sealant, steel reinforcement damage and cracks are plainly visible.

The 300 metre (900 feet) wide right-of-way was largely preserved until the late 1990s when development started on the northern end and in the 2000s when the southern strip was re-zoned by the Town and Country Planning Department and sold off by the Lands Commission, while the Ministry and the Ghana Highway Authority appeared unconcerned. New residential areas further north include parts of East Legon, Adjiringano, Trasacco Valley and the Borteiman Estates which are still under development. Developments on the southern end include factories, bonded warehouses, shopping malls, and residential estates.

The absence of road markings delineating overtaking from steady lanes often confounds users unfamiliar with the motorway. The outer lanes are generally intended for normal steady driving, while the inner lanesthose closer to the medianare intended for overtaking. This is different from some countries in Europe and North America where the outer lane is used for overtaking. The bituminous shoulders, intended for maintenance and emergency use, are converted to a third lane whenever traffic builds up. The shoulders wearing course reels, permitting water seepage, and underscoring the speedy deterioration of the pavement borders.

The economic importance of the motorway cannot be over emphasized as it is the main route for transporting goods to the Tema Harbour, and also passengers and goods to the Volta and Northern Regions from Accra, and countries east of Ghana. It is part of the Trans-West Africa highway network project that ECOWAS member countries are undertaking from Senegal to Nigeria. The Motorway also carries traffic from Accra to Tema (Communities 21, 22, 25) and settlements and communities in Sakumono and Teshie-Nungua.

Environmental management and traffic growth

The motorway is fast losing its environmental attractions and driving quality. The broad view, breathtaking landscape coupled with the serene atmosphere and constant uninterrupted swirling fresh air, used to make plying the motorway a delight. However, these conditions are steadily vanishing as trees and vegetative cover are gradually giving way to brick and mortar, real estate and industrial establishments.

In the dry season, the shrubs and grasses within the median are burnt by those supposed to keep them neat and tidy resulting in brush fires and smoke causing low visibility and environmental hazards to commuters.

A traffic study carried out by Soman Consult for the Ministry of Roads and Highways in 2007 revealed that the total average annual daily traffic (AADT) on the Motorway for both ends was 23,211. It is estimated that while the average national vehicular traffic growth is 15 percent, growth on the motorway corridor is more than 20 percent per annum. At this rate, the total AADT by 2010 will be 45,000. This means an average of 45,000 vehicles will use the motorway each day by end of next year, with cars – 47 percent; four wheel-drives – 18 percent; light buses – 18 percent; and heavy buses and goods trucks – 15 percent.

A Death trap

Beneath the veneer of suitability and comfort lies a feeling of deep displeasure by a section of users that the motorway is undoubtedly becoming a death trap. There has been steady growth in the number of accidents and casualties on the Motorway. Information available indicates that on the average two accidents occur on the motorway daily. The National Road Safety Commission reports that the Motorway recorded 16 fatal accidents within the first two months of 2009, claiming the lives of 18, and injuring 23.

A number of reasons account for the evolving high accident rate on the motorway, one of them being the emergence of passenger stops, about six so far. Drivers drop off passengers on the Motorway and in like manner, passengers converge at various spots along the motorway for transport. Prominent parking areas include the stretch adjoining the Action Chapel, Printex factory and the Ashaiman underpass.

It is on record that accidents have occurred at the drop-off points because drivers, prompted by passengers, suddenly swerve to the outer lane to stop only to cross an oncoming vehicle. Drivers have also misjudged the speed of approaching traffic on the outer lanes. Other causes include low visibility due to poor lighting. There are also complaints by passengers awaiting vehicles, especially in the night, of criminal activities like rape and robbery.

More encroachment

Encroachment on the motorway is an ongoing activity. Buildings and warehouses are springing up rapidly, as if it is a race. Currently, there is a huge ground water tank positioned next to the pavement that will clearly impede future expansion of the motorway. The water tank serves the Accra Mall. Next to this is the show room for a reputable real estate company.

The earlier encroachment on the motorway is stopped, the better. The loss of productivity, the waste of fuel, threats to health, crime and similar costs to the nation would otherwise be colossal. It would be easier to address the problem now than later. The expense and challenge involved in rectifying the problem swells for each day that no action is taken.

The absence of an adequate land-use plan is identified as one of the factors fuelling the rapid encroachment on the Motorway. At this rate, without firm government intervention traffic will become unbearable in the not too distant future, accidents will increase, the motorway will be downgraded to a dual carriageway, and traffic lights and parking lots will have to be introduced. The Motorway will cease to be an express way linking Accra and Tema, and virtually become a street running through several townships and residential settlements.