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Spatial Planning in Ghana pp 231–267Cite as

Integrated Spatial Development and Transportation Planning

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Part of the book series: The Urban Book Series ((UBS))

Abstract

The spatial distribution of population and activities on the one hand and patterns of flows and interaction on the other hand are strongly connected. This chapter deals with the interface between spatial development and transportation at the strategic, metropolitan/city and neighbourhood scales. It takes an integrated, cross-disciplinary perspective to discuss the relationships between the spatial structure of towns and cities and emergent mobility patterns and travel behaviours. The influence of urban spatial structure on mobility patterns in Ghana is explored. The need for an integrated approach for spatial development planning and transportation planning is highlighted, followed by discussion of specific strategies for achieving the imperatives of land use and transport integration.

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Notes

  1. 1.

    The term regional is used here in the generic sense to refer both administrative regions and functional regions, special regions and city-regions such as those discussed in Chap. 4.

  2. 2.

    These are proportion of country’s population living in the Ashanti (19.5%), Greater Accra (16.3%), Eastern (10.6) and Western (9.8%) regions according to the 2010 national population and housing census.

  3. 3.

    Using data from the 2014 Ghana Statistical Services National Accounting Statistics, the NSDF estimates that the Greater Accra, Ashanti, Eastern and Western regions generated 22.39, 18.95, 10.48 and 9.59% of national GDP, respectively.

  4. 4.

    For a detailed discussion of the methodology used in delineating the three urban zones in the KMA, see Acheampong (2017a, b, pp. 55–57).

  5. 5.

    The methodology involved using Google Maps to identify alternative routes via arterial road(s) linking one point (e.g. Suame Magazine) with another (e.g. KNUST). Where more than one route was found, the distances were averaged as a way of taking into account differences in travel distances which result depending on route choice. Differences in distances were found to be negligible in all cases where road distances were averaged.

  6. 6.

    The National Transport Policy was first introduced in 2008. After close to a decade from this period to when this book was written, no guidelines to facilitate an integrated approach to land use and transportation planning had been issued.

  7. 7.

    A comprehensive discussion of the territory is beyond the scope of this chapter. Further reading on LUTI models could be found in Chang (2006), Iacono et al. (2008), Acheampong and Silva (2015). Acheampong (2017a) also presents information on the initial development of the Metropolitan Location and Mobility Patterns Simulator (METLOMP-SIM)  and its caliberation for the Kumasi Metropolis.

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Authors and Affiliations

  1. Department of Planning and Environmental Management, School of Environment, Education and Development, The University of Manchester, Manchester, UK

    Ransford A. Acheampong

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  1. Ransford A. Acheampong
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Correspondence to Ransford A. Acheampong .

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Acheampong, R.A. (2019). Integrated Spatial Development and Transportation Planning. In: Spatial Planning in Ghana. The Urban Book Series. Springer, Cham. https://doi.org/10.1007/978-3-030-02011-8_11

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