Online, the Highstreet Journal, January 19, 2026
CUTS says Accra’s transport crisis stems from decades of weak policy, abandoned public systems, poor enforcement, and union-driven routes, leaving commuters stranded daily; new buses may help, but without reforms, the problem will persist nationwide.
Over the past few weeks, commuting by public transport in Ghana’s major cities has become increasingly difficult for many residents. Morning and evening rush hours now feel like a daily struggle, where only the most determined manage to get through.
As workers leave their homes or offices, markets close or are set to open in the morning, the pressure is found at various bus stops or lorry stations. They wave desperately at passing tro-tros and buses that are already full or simply refuse to stop. What should be a short journey to work or home turns into hours of waiting, multiple connections, and paying two or three fares for what used to be one trip.
According to CUTS International, this current struggle is not an accident. It is the result of decades of weak decisions, abandoned systems, and a city that slowly lost control of how people move.
In a press release on the subject matter, the consumer protection organization, as well as the public policy think tank, maintained that for the situation to be addressed holistically, the context and genesis must be understood vividly.
When Public Transport Worked
CUTS Accra traces the roots of today’s crisis back to the 1970s, when urban transport in Accra was more predictable. The Omnibus Service Authority ran scheduled services within the city. Routes were known, buses were assigned, and commuters could roughly plan their day.
That system gradually collapsed, leaving behind a vacuum. Instead of fixing and modernising it, Ghana drifted into an uncoordinated transport space dominated by private operators.
A Shift Away from the City Passenger
Following the collapse of the earlier transport system, Metro Mass Transit was introduced in 2001 with the promise of restoring order. But over time, its focus shifted. Rather than serving the daily needs of city commuters, it moved increasingly into long-distance and intercity travel.
For someone trying to get from Madina to Circle or Kasoa to the Central Business District after work, the gap widened. The buses that should have supported urban movement were simply not there, but were only scheduled for long-distance intercity journeys.
“In the 1970s, the Omnibus Service Authority provided predictable urban transport. Its gradual collapse left a vacuum. Metro Mass Transit, introduced in 2001, shifted focus from intra-city movement to long-haul travel,” CUTS Accra noted.
The Dashed Hope of Ayalolo
In 2015, the Ayalolo bus system arrived and raised fresh hope. For many commuters, it looked like the long-awaited solution to Accra’s traffic and transport woes.
That hope did not last. According to CUTS, buses meant for Accra were diverted to other cities, and even for private institutional use. The system never reached the scale or consistency needed to change daily commuting. The city was left, once again, to fend for itself.
The statement indicated, “The Ayalolo system, launched in 2015, raised hope, yet suffered early setbacks after buses were diverted to other cities and private institutional use. Today, commuters struggle daily to find transport after work, while some private operators split journeys into segments and charge multiple fares.”
Laws that Exist Only on Paper
CUTS points to a major legal failure at the heart of the crisis. The Road Traffic Regulation 2012, known as LI 2180, clearly spells out how urban transport should work.
Regulation 121 requires private transport operators to run on defined routes, with clear service standards and planning. In reality, this framework has barely been enforced.
Instead of issuing permits for specific routes based on need, local assemblies issue broad permits. Drivers then choose only routes that bring quick profits, abandoning low-income or less busy areas.
The result is a city where transport supply follows money and influence, not where commuters actually live or work.
When Unions Decide, not Planners
In practice, CUTS argues that transport unions now control route allocation. Decisions are shaped by lobbying power rather than data or citywide planning.
“You now have a city where transport supply responds to lobbying power instead of commuter demand,” the West African Regional Director of CUTS International, Appiah Kusi Adomako (Esq.) noted.
This explains why some routes are overcrowded with vehicles while others have almost none. It also explains why commuters are forced to break single journeys into multiple legs, paying several fares just to get home.
Buses Alone Will not Fix It
The government has announced plans to procure more than 350 buses for Metro Mass Transit. The Vice President has also assured the public that high-occupancy buses will help reduce congestion.
CUTS welcomes the move but warns it is not enough.
“Procurement is necessary, but procurement alone will fail,” Appiah Kusi Adomako noted, adding that “Without policy reform, coordination, and strong institutions, the same crisis will return within a few years and many of these buses will end up as scrap.”
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