110510 D4D Accra Pro Positive Analysis

8/6/2019 110510 D4D Accra Pro Positive Analysis

1/23

D4D

Document for Debate

110320 CiTi

Metropolitan Model

Sub-Saharan Africa

Finance, Economics and Urban Department, Urban Unit. FEU UR

Foreword

For more information, please contact:Pedro Ortiz (FEU UR) Email: [email protected]

Documents for Debate (D4D) are not official World Bank policy statements.

D4D are Documents to promote Debate on urban and metropolitan spatial issues, ground based

for tangible strategic priorities and action, all spatial focused as an unavoidable complement to

socio-economic policies. The aim of this series of Documents is to discuss, internally andexternally, the spatial issues of development as an integrated part of economic and social policies,

with the aim of providing through this debate insight and criteria for those who participate, and

help to focus their policy decisions in the frame of their own responsibilities.

PROPOSITIVE ANALYSIS

STRATEGIC SPATIAL LAND USE MODEL

FOR THE CITY OF

ACCRA

REPUBLIC OF GHANA

MARCH 20, 2011


2/23

Foreword

The Propositive Analysis series produces a methodological approach to the global demand for strategic and

physical planning for the rapid growth phenomena of metropolises during the first decades of the 21st century.

Historical administrative boundaries have been overgrown by urban growth and expansion. Governance of

these territories confronts the difficulty of interadministrative dialogue of the territorial administrations involvedand, in some cases, administrative revision of structures, competences and boundaries. This is a process that requires

dialogue, compromise, agreements, and time.

Time is what growth does not respect. Growth will take and is taking place whether the administrative

framework is able to allocate it adequately or not. An administration must respond in the right manner, deciding the

adequate locations within a sustainable vision of the land use (compatibilities, synergies, bottlenecks) while

providing basic urban infrastructural, social, and economic facilities.

Growth is taking place and allocation that has to be rationally forecasted and confronted on the territory.

World Bank development strategies and policies stand on a three-leg stool: the Economic, Social and

Spatial built and environmental dimensions of Development. When dealing with physical investments(infrastructure, social facilities, productive equipment), all of which are tangible, the spatial component is the

support for economic and social policies. Most of time spatial dimension plays an essential role in coordinating

synergies or antagonisms among other sectors. Without the Spatial dimension, social or economic policies unrelated

to the interaction of the specific location, may be at risk of either being endlessly recurrent (non strategic) or

cyclically counterproductive (short-long term incompatibility). Recurrent ignorance of this third leg would

produce enormous costs due to metropolitan spatial chaos that very often precludes future reshaping, making

economic and social development impossible as well. The World Bank is well aware of that.

The methodological approach ofPropositive Analysis stands on:

1) The actual situation and characteristics of the metropolis

2) Highlighting the metropolis assets and potential

3) Applying a set of basic rules for intra land use location for a sustainable structure (see appendixUrban Regional Charter)

4) Developing a sectorial interdisciplinary rationale for the location of activities in a long-largescenario.

Propositive analysis is an indicative process. Neither the analysis nor the proposed solutions are in any way

compulsory.

It is a holistic interdisciplinary approach, where the different subsystems that compose the territory

(Basically: housing, transport, environment, productive activities and social facilities) are analyzed together and

framed in a comprehensive and consistent set of proposed solutions.

Propositive analysis looks to trigger debate, needs to be fed with specific and more detailed data and for the

analysis and further development of solutions.

The final analytical equilibrium and precision requires the input of the stakeholders of the territory subject to

strategic planning. Those inputs, divulgated, contrasted and debated must produce a consensus in society that makes

the plan implementable by all participants, each in their corresponding social role. The propositive analysis result is

an input for Governance


3/23

I) How to Manage Explosive Growth

1) Accra is one of the most rapidly growing cities in the world: its built-up area increased by 6.5 %per year between 1985 and 2000. It also roughly doubles in size every 10 years.

2) The lack of public response with a consistent model for that growth makes the city inefficient and

inequitable.

3) The lack of efficiency marginalizes the city and the country in the world wide competitive

economy.

4) The lack of equity makes the population unable to integrate a participatory social and economic

system.

5) The result is inefficiency, poverty and long-term socio economic degradation.

6) The public administration is responsible for providing the necessary framework for the efficient

and equitable functioning of the city.

7) This paper provides input to help public administration fulfill that responsibility.


4/23

II) Metropolitan Structural Features

1) Accra has a main directional axis and a secondary transversal axis.

2) The main axis is produced by the sea coast and the land topography gradients that emerge from

this coastline.

3) The secondary axis is the perpendicular one which runs inland from the coast.

4) Both axes have developed historically in a natural form and both urban settlements as well as

communication infrastructures have been determined by these features.

5) To write the script for a consistent future for Accra, we must start by writing within the context of

what the city IS in its history, its topography and its structure.

6) Reading the structural DNA of Accra and extending it in another dimension both in scale and

time.


5/23

III) Inherited Structure

1) The apparently amorphous built-up area does in fact have an underlying structural pattern.

2) Accra has two superposed structures: The urban and the metropolitan.

3) The urban (historic) structure is related to the low scale centrality of the port. The urban structure

is radial and orbital.

4) The metropolitan structure is linear, and determined by the linearity of the coastline. Up to now,

the metropolitan structure is linear and well defined by an essential infrastructure facility: theAccra-Tema Motorway.

5) For the future, Accra must already consider giving depth to the linear system by providing it a

second dimension grid base.


6/23

IV) Radial-Orbital Versus Grid-Reticular Metropolitan Systems

1)The Radial-Orbital system has a single centrality. This induces several peculiarities:

a. There is competition to be in the center and land prices reflect this competition. Land

scarcity means the price is controlled by the supply side of the market with a

tendency to speculation.

b. The centripede system produces traffic congestion, and partial collapse extends

within the structure as no alternative route is available for the radius.

c. The linear infrastructure length per serviced land increases as the system expands.

2) The Grid-Reticular system has polycentric potential.

a. Multiple potential locations for activities. Its a demand driven market.b. Traffic spreads and multiple alternative routes exist for a trip. The traffic alterations

self-equilibrate.

c. The linear infrastructure per meter of land use is constant with the expansion of the

system.


7/23

V) Structural Directionalities

1) The existing road network, although not consistently developed, reflects the two structural

directionalities of the metropolitan structure.

2) The road system of Accra must be developed along the well-conceived longitudinal axis (East-

west) off the Accra-Tema Motorway and the transversal axis (North-south) of the Nsawam Rd

3) New land protection must be reclaimed for future vital infrastructure. If financial constraints

make actual acquisition an impossibility, it must at least be defined and legally protected for

housing the required infrastructure when necessary.


8/23

VI) Provision for Future Metropolitan Structure

1) It is time to determine that future structure, both in the main directionality as in the secondary

one, because the rapid growth of housing is producing an infill of urban interstices.

2) The main directionality, defined by the east-west coast and Accra-Tema Motorway, requires

a similar future provision to the north to articulate the urban expansion beyond the urban

expansion.

3) The secondary directionality requires multiplying the accessibility of the seacoastdevelopments to the inland infrastructures and the Nsawam arterial road. Several

perpendicular roads have to be forecasted, balancing the need of minimum disruption of the

existing urban fabric and the watersheds environmental assets: rivers and waterways.


9/23

VII) Development of the Structure

1) Though the map has been surpassed by actual urban explosion, the underlying structure of the

metropolis is there and prospective work can be done within that necessary framework.

2) The interstices between the consolidated urban areas, most of them already covered, must be used

to introduce:

a. The future roads to respond to the growth of traffic (Final motorization figures in the

range of 0.7 cars per person).

b. The environmental protected areas for green peri-urban assets.

c. The regional social facilities needed and not yet provided for.

d. Economic land must be provided along the freeway infrastructures helping, as a buffer

zone, to protect residential areas from highway visual, air and acoustic pollution.


10/23

VIII) Road Network

1) The map reflects the contradictory structures of:

a. The original, radial-orbital urban system, clearly seen by the two diagonals northwest and

northeast coming out from the port area, and

b. The grid-reticular system of the metropolitan area, reflected by the Accra-Tema

Motorway and the Nsawam Road as well as by the coastal road.


11/23

IX) Structuring Rail Network

1) The most important infrastructure necessary to build up a metropolitan system is the mass transitinfrastructure. The existing railroad track network is the most important feature to develop

passenger public transportation, essential to all future metropolises.

2) Two lines define the rail network:

a. The inland line which serves the secondary regional towns in the hinterland of Accra.

b. The coastal line that reaches the secondary metropolitan centre of Accra: Tema.

3) Both lines have to be exploited for passenger service as both run across consolidated urban fabric.

4) New urban fabric requalification centralities (see appendix) have to be created around the future

transit stations.

5) The non-consolidated fabric layout can provide the opportunity for new developments that are

equilibrated, efficient, equitable. Such a socially sustainable objective would also contain a

provision for social facilities provision as well as affordable social and market housing, both

social and market housing.


12/23

X) Development Structuring Centralities

1) The main centrality points in the rail network are defined by the territorial structure. Main urban

centers require a station.

2) The urban structure around those stations must be adapted to house the synergic elements that

define a centrality.

3) Metropolitan urban centralities: Accra, Tema, Dome, Ashiaman and Nsawam are obvious

regional centralities.

4) Metropolitan functional centralities: The rail lines junction and the airport city are functional

ones that have prime importance.

5) Secondary centralities can be established: Those should be intermediate locations defined in

terms of the distance between them and the urban units they have to serve.


13/23

XI) Focusing on Zooming Down Scale: Central Accra

1) Transformation of a radial system into a reticular one presents difficulties. Two options are

available:

a. Leave the radial system at the urban centre and adapt the two systems where they interact

(where they connect).

b. Adapt and transform, within the possible framework, the radial system of the urban core

to a reticular philosophy.

In this case:

i. Diagonals will downgrade/upgrade from the urban primary traffic network to a

more civic pedestrian space for urban life and quality environment.

ii. Some road segments will duplicate their functions with the potential danger ofsaturation due to over-demand.

2) The urban centralities will build up along the railroad line, on the side of the main thoroughfares

to make compatible:

a. Road accessibility (and environmental impact)

b. with urban pedestrian quality life.


14/23

XII) Tema Centrality

1) The secondary metropolitan centrality of Tema is a very important element for Accras

equilibrium.

2) Tema is the final station (for the moment) of the metropolitan commuting train service to be set

up on the existing infrastructure of the rail tracks.

3) Along the line to Tema some other second-tier and minor centralities can be established.

4) Environmental protected areas must be enforced to avoid the urban invasion of uncontrolled

settlements.

5) The main road network can border those environmental areas to prevent housing invasion and

enforce an efficient limit/barrier for both housing and environmental assets. Roads should only

invade and cross the environmental assets strictly when necessary and at a minimum length. In

the future the establishment of environmental bridges (see appendix) can be considered.


15/23

XIII) Mid-Town Metropolis

1) The gap between Accra and Tema, which was an important asset just a few years ago, has been

filled with uncontrolled settlements. Some spatial urban order has to be implemented in the

remaining unbuilt sites and some spatial urban policies set up for the uncontrolled developments.

2) Collapse of this area means definite collapse of Accra and its relegation to marginal roles in the

global economy. The strategy for this area is a strategy of national importance and national funds

and finance should be involved to the utmost degree.

3) Location of stations along the commuter rail line would create urban centralities. Those

centralities must structure the urban pattern to give it both form and function.

4) Density and provision of services (social, institutional, commercial, housing) should be organized

on those centralities (see appendix). Areas not served by rail must also be addressed with urban

structuring policies.

5) Interstitial areas must be protected for environmental purposes as well as for infrastructural

priorities.


16/23

XIV) The Urban Centralities and the Regional Centralities

1) The final metropolitan structure built on the mass transit commuter rail service (300.000 trips per

day with the current network) would be built with the following profiles:

a. Metropolitan line:

i. First rank metropolitan urban stations: Accra central, Bifurcation, Tema

ii. First rank metropolitan functional stations: Airport City

iii. Secondary metropolitan urban stations: on consolidated built areas

iv. Secondary metropolitan urban development stations: on undeveloped interstices

or unconsolidated urban growth

b. Regional line:

i. Regional stations: Dome, Ashiaman, Nsawam

ii. Regional extensions: Madina, Weija, etc.


17/23

XV) The Transport and Urban Land Integration

1) The superimposition of rail and road networks constitutes the full strategic picture of Accras

metropolitan structure.

2) The difference between the two transport systems is that the rail system must be radial and the

road system must be reticular.

3) Rail-Radial: to foster the use of the mass transit for accessibility to the historic central core and

the urban centralities. To substitute private transport accessibility with congestive costs, to

promote transport accessibility with economic and social benefits both in public as in private

costs.

4) Road-Reticular: to foster consistent accessibility, especially to the productive, industrial and

service sites, and to dissolve congestive centrality network patterns.

5) The intersections of the two systems are opportune locations that have to be used with strategic

vision for regional function locations (see appendix).


18/23

XVI) Accra Priorities

The long-term structural elements being considered for urgent implementation have to be prioritized.

1) Mass Public Transport: The first short term priority is to exploit the huge potential of theexisting rail line structure.

a. Restructuring of the tracks will most likely be necessary but the increase of moving

material from secondary international markets will not require a high financial outlay and

can be based on a progressive policy and services build-up approach.

2) Road Network: The metropolitan structure as we have seen is not concentric. The transformation

from a radial structure to a reticular one has already been made in Accra. This is a tremendous

asset that has to be exploited and gives Accra an advantage against other global/international

cities.

a. The Accra-Tema Motorway has to be finished with a freeway profile, but firstly and even

more important than construction, is to limit/prohibit urban side road developments

which will infringe and forever limit the freeway capacity in the long term.

b. To protect the priority of future necessary infrastructure on the interstitial unbuilt or

unconsolidated urban land. The future sustainability of the metropolitan accessibility

depends on it.

c. To define and obtain the land for the future freeway north of the Accra-Tema Motorway,

the next structural trunk road that will be necessary for future growth.

3) Environmental Protection: To protect the unbuilt areas within the metropolitan structure, with

special attention to the waterways and humid areas not yet invaded by urban settlements.

4) Social Housing and Metropolitan Structure: The land housing provision is part of the

efficiency of the metropolitan system both in equity and economic terms. It requires immediate

action to organize the explosive expansion of Accra. Priority location of housing is along the rail

centralities. Land must be obtained and built upon with a metropolitan management policy. It is a

short term necessity with a long term vision. Centralities will be required in an intermodal and

mixed-use approach (see appendix).

For more information, please contact (in Washington): Pedro Ortiz (FEU UR) Email: [email protected]


19/23

Appendix:WB Area relevant projects

GH-Economic Management Cap. Bldg. Proj. Ghana

Project ID: P092986 | Project Status: Active

Abstract* last updated: 30-NOV-2007

This Project Paper seeks to (a) provide an additional credit to the

Republic of Ghana for the Economic Management Capacity Building

(EMCB) Project; and (b) introduce certain changes in the project

and accompanying amendments to the project's legal documents.

The additional Credit would help finance the costs associated with

scaling up the Public Sector Reform (PSR) Component (Part A) of

the EMCB Project for which the Government of Ghana (GoG). The

proposed additional financing and restructuring would support

extending the PSR activities of the Project with a focus on (i)

increasing the capacity of the public service for accountable,

transparent, timely, and efficient service delivery through reform of

Ministries, Departments and Agencies (MDAs); (ii) establishment of

a sustainable pay policy and effective HR management framework

in the public service; and (iii) a pilot program for financing of

severance payments to support restructuring of select Subvented

Agencies (SAs).

Transport Sector Project

Ghana


Abstract* last updated: 02-JUL-2009

The objective of the Transport Sector Project for Ghana is to

improve mobility of goods and passengers through reduction in

travel time and vehicle operating cost, and to improve road safety

standards. There are seven components to the project. The first
http://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.htmlhttp://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.htmlhttp://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.htmlhttp://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.html


20/23

component of the project will support to Ministry of Roads and

Highways (MRH). This is targeted at carrying out feasibility studies,

developing a geographical system, strengthening management

information system, and participation in training courses. The

second component of the project is support to road sector and

educational entities. This component will support the activities of

four agencies: Driver and Vehicle Licensing Authority (DVLA),

National Road Safety Commission (NRSC), Kwame Nkrumah

University of Science and Technology (KNUST), and Government

Technical Training Center (GTTC). The third component of the

project is improvement of trunk roads. This will be implemented by

the Ghana Highway Authority (GHA) and consist of rehabilitation of

a major trunk road from Ayamfuri-Asawinso, including provision of

technical assistance for the supervision of the works and related

environmental and social safeguards measures, capacity building

and equipment. The fourth component of the project is

improvement of urban roads and infrastructure. This component

will be implemented by Department of Urban Roads (DUR) andconsist of rehabilitation of arterial roads (Burma Camp Road and

Giffard Road) and public transport infrastructure, including

provision of technical assistance for the supervision of the works

and related environmental and social safeguards measures, and

capacity building. The fifth component of the project is

improvement of feeder roads. This component will be implemented

by DFR working towards improving rural access through feeder

roads rehabilitation and spot improvement program. The sixth

component of the project is support to Ministry of Transport (MOT)

and other transport sector entities. The support being provided to

the MOT will benefit: Ghana Airports Company Limited (GACL),

Ghana Railway Development Authority (GRDA), Ghana Civil

Aviation Authority (GCAA), Ghana Ports and Harbors Authority

(GPHA), Regional Maritime University (RMU), Ghana Maritime

Authority (GMA), and Volta Lake Transport Company (VLTC). The

seventh and the final component of the project is project

management. Provision of technical assistance, vehicles,

equipment and other operational support to the implementing

agencies to carry out coordination, administration, monitoring,

evaluation and audit of the project.

Land Administration Project Ghana


Abstract* last updated: 03-NOV-2008
http://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.htmlhttp://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.html


21/23

The objective of the Restructuring of the Land Administration

Project for Ghana is to undertake land policy and institutional

reforms and key land administration pilots for laying the foundation

for a sustainable decentralized land administration system that is

fair, efficient, cost effective, and ensures land tenure security. Thisphase of the program will focus on the effective implementation of

the policy and institutional reform agenda in the sector, whilst

carrying out some pilots in connection with, inter alia,

decentralization of deeds registration, systematic titling,

demarcating allodial boundaries, reducing backlog of land disputes,

alternative dispute resolution, community based land use planning

and management, development of a computerized land information

system, establishment/strengthening of customary land

secretariats, inventory of state acquired and occupied lands,

revaluation of district assemblies' properties, and establishing

geodetic reference points.

Ghana Urban Transport Project

Ghana


Abstract* last updated: 05-JUN-2007

The key objective of the Urban Transport Project is to: Improve

mobility in areas of participating metropolitan, municipal or district

assemblies (MMDAs) through a combination of traffic engineering

measures, management improvements, regulation of the public

transport industry, and implementation of a Bus Rapid Transit

(BRT) system. The key GEF objective is to: Promote a shift to moreenvironmentally sustainable urban transport modes and encourage

lower transport-related Greenhouse Gas (GHG) emissions along the

pilot BRT corridor in Accra. The project has five components: i)

Institutional development which will strengthen capacity of

Ministries and agencies concerned with urban transport, transport

operators and MMDAs; ii) Traffic Engineering, Management and

Safety whose subcomponents are (a) traffic management in the
http://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.htmlhttp://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/AFRICAEXT/GHANAEXTN/0,,pagePK:141159~piPK:141110~theSitePK:351952,00.html


22/23

Accra MMDA areas; (b) area-wide traffic signal control in the Accra

MMDA areas; (c) traffic management in the Kumasi MMDA areas;

(d) area-wide traffic signal control in the Kumasi Metropolitan Area;

(e) enforcement of traffic rules and education; and ( f ) design and

supervision of works under sub-components (a) through (e); iii)

Development of BRT system whose subcomponents are as follows:

(a) BRT infrastructure implementation (including segregated bus-

ways, interchange facilities, and terminals and facilities for

pedestrians); iv) Integration of Urban Development and Transport

Planning for Better Environmental Management v) Project outcome

monitoring whose subcomponents are studies to support the

monitoring of project outcomes through evaluation of (a) transport

and social impact indicators, (b) environmental impact indicators,

and (c) capacity development indicators.


23/23

Appendix 2:

- Peri-urban land allocation principles (to be developed for WBI land use course)

110510 D4D Accra Pro Positive Analysis

Documents

Transcript of 110510 D4D Accra Pro Positive Analysis