Turning to train in the moment of high fuel prices: could it be a new option for urban commuters in Ghana?

Abstract

Out of the various forms of commercial transport among the working class in Ghana’s capital city, Accra, the least patronized is train. This is due to its perceived unavailability, unreliability and unattractiveness. The excessive increase of transport prices in Ghana arising from an upsurge in the global fuel prices have tremendously increased railway patronage, making it the preferred means of transport among the city’s working class who use public transport and have access to it. This study assessed the positive factors that underscore the use of train, the underlying negative factors and the possibility of sticking to train by urban dwellers. Within the qualitative methodology approach of a grounded theory, a total of thirty-five in-depth interviews were conducted and analysed. The results indicate train is an economic life saver and also serves as an excellent alternative to the other competing transport services even though the coaches overcrowded, the technology used is outmoded and travelling with it makes commuters uncomfortable. The moment creates an opportunity for urban commuters to turn to train as a new norm for urban transport during high inflationary periods. It also presents an opportunity for urban authorities, government and other stakeholders to reconsider expanding the urban rail system to make it a viable transport alternative.

Keywords:

• Urban
• transportation
• train
• economy
• Ghana

Reviewing Editor:

• Michael Hardman, University of Salford, UK

Subjects:

• Economic Psychology
• Social Psychology
• Consumer Psychology
• Planning
• Development Studies
• Urban Development
• Population & Development
• Sustainable Development
• Economics
• Human Geography

1. Introduction

Ghana experienced an unprecedented economic hardship at the tail end of the year 2022. The rippling effects of the COVID-19 pandemic and the Russian-Ukraine war coupled with her own internal economic woes resulted in a high depreciation and instability of her local currency. Having an economy that is heavily reliant on import, these unpalatable signals led to unbearably high prices of goods and services as well as fuel. The high fuel prices resulted in extremely high transportation cost especially for city dwellers (Boafo et al., 2022; Ghana Statistical Service, 2022). Many urban commuters who use road transport as their preferred choice are likely to consider alternative and cheaper means of transportation. Rail transport has proven to be a cheaper and safer mode of transport. It has a high socioeconomic significance and reduces environmental cost due to its lower carbon emissions and energy efficiency in many economies (Mouhamed & Qiu, 2020; African Development Bank (AfDB), 2015).

Despite being one of the cheapest and most efficient modes of transportation for both cargo and passengers worldwide, rail transport is the least preferred option in Ghana’s capital city, Accra (Ghana Railway Development Authority (GRDA), 2013; International Energy Agency (IEA), 2019; Tuffour & Asiama, 2022). This is because it has been poorly developed and proven to be unreliable (Bayane et al., 2020; IEA, 2019; Tuffour & Asiama, 2022). Interestingly, the recent economic hardships have led to the possibility of commuters turning to train as a means of transport for the many who have access to it. Ghana’s railway industry faces the challenge of an outdated infrastructure and deteriorating railway systems and poor management. The situation which is similar to the general case of the West African sub region has made rail transport unattractive and the least preferred for urban commuters (Obeng et al., 2022; Bayane et al., 2020).

Recent studies on commuters’ preference for rail transportation have focused on commuters’ choice behaviour during the COVID-19 pandemic (Tan & Ma, 2021; Aghabayk et al., 2021; Tardivo et al., 2021; Grechi & Ceron, 2022), and significantly have concentrated on Europe and Asia. In Ghana, Nutsogbodo et al. (2018) and Tuffour and Asiama (2022) looked into commuter preferences among international tourists and urban residents respectively. There is little research on passenger preference and railroad operation in Africa (Alimo et al., 2022). The few railway research conducted in Africa include railway and freight transport (Daramola, 2022); the social impacts of urban transport (Chamseddine & Ait Boubkr, 2020); the rapid rail system and its relation with office value (Boshoff, 2017); and railway policy in South Africa (Baffi, 2014). Little is known on how commuters in urban areas in Africa consider the choice of train as means of transport in times of economic hardships and difficulties. While prices of goods and services have surged as a result of soaring inflation, the Ghana cedi is acknowledged as one of the currencies that performed the poorest in relation to the dollar in 2022 (Boafo et al., 2022). As a result, commuters are re-evaluating their transportation options to reduce cost. There, is therefore a possibility of commuters resorting to train as a means of reducing transport cost. This is a gap that provides an opportunity to examine the preference for rail transport compared to road and other means of transport in the midst of economic difficulties and the various challenges that come with the use of rail transport. It also highlights the possibility of commuters giving preference to rail transport over other means of transport.

2. Commuters and rail transport use in Ghana

The use of the rail as a means of transport in Ghana comes with its own benefits and challenges. These benefits are influenced by commuters’ motivation and their socio-demographic characteristics. Traffic reduction has been noted to be one of the benefits of using trains. The trains in Ghana have the capacity of up to about 3000 passengers per trip and this could potentially ease the traffic congestion on the roads of Ghana’s capital city, Accra. This helps people to travel faster which reduces their travel time to and from work and their homes (Bartels-Kodwo, 2016). Safety or security is another factor for commuters using trains in Ghana (Tuffour & Asiama, 2022). Some commuters in Ghana have also indicated they felt safe using train. This preference for train services is due to the security, availability of first aid kits and fire extinguishers. Passengers are also aware of the train routes along the railway lines (Agyemang, 2019). While trains reduce traffic and provide safety benefits, it is also affordable (Armah et al., 2010). Affordability with respect to using trains is associated with demographic characteristics such as income levels and occupation. Tuffour and Asiama (2022) asserts commuters with higher incomes were less likely to use trains as their means of transport compared to those in the quintile of low income in Ghana. Also, those who prefer to use trains in Accra are normally traders, teachers and lower or middle level administrators. Their average monthly incomes range from 100 to 500 US Dollars per month (Agyemang, 2019). Others also cited comfort as a motivating factor for choosing rail transport (Tuffour & Asiama, 2022). For some, its contribution to the reduction of greenhouse gas emissions (Bartels-Kodwo, 2016) is a reason for their choice while others indicated its timely departure and longer hours of operation (Agyemang, 2019). Rail transport in Ghana is however faced with the challenge of delays and inconsistency in its timely movement, the lack of proximity of rail stops to the residences of passengers, break-down and malfunctioning of trains due to bad tracks, poor drainage systems on railway tracks and damaged engines (Bartels-Kodwo, 2016). Agyemang (2019) observed that the Accra-Nsawam railway lines for instance is very old, wobbly and makes a lot of noise; an indication it is in a bad condition. Notwithstanding the numerous difficulties the rail sector in Ghana faces, the study explores the possibility of rail transport by urban commuters in the midst of high fuel prices which make rail transport a possible viable alternative.

3. Materials and methods

3.1. Study area and rail transport routes

The study area basically covers the main railway between Accra-Tema, which is within the Greater Accra Metropolitan Area (GAMA). The Greater Accra Metropolitan Area consist of two of Ghana’s largest cities, Accra and Tema and well known for its high level of commercial and industrial activities within Ghana. It is arguably the area which contributes highest to Ghana’s GDP in terms of trade, business and manufacturing. It is a fast-growing metropolitan area with an estimated population of about five million. The opportunities that come with urbanisation coupled with its position as a key economic hub in Ghana makes it an attractive centre for migration, employment and higher earning income activities (World Bank, 2015; Ghana Statistical Service, 2016, 2022; Afutu-Kotey et al., 2017). This implies the demand for different means of transport in the midst of economic hardships and uncertainties are of key concern. The means of transport used within GAMA are “trotro” (minibus), ride hailing services, traditional taxis, “okada” (motorcycle) and train; in that order of preference (Tuffour & Asiama, 2023). The popular and probably the railway routes known to be running in GAMA are the Accra-Nsawam and Accra-Tema lines (Bartels-Kodwo, 2016). The Accra-Tema route covers a distance of 30.2 km and it starts from the Central Business District (CBD) of Accra in Kantamanto and ends at Tema. The Accra -Tema route has stop points at the Kwame Nkrumah Circle, Achimota, Airport, Baatsona and Adegono in that order before it ends at Tema. The Accra-Nsawam train route which covers a distance of 40.6 km, starts from Kantamanto (CBD) and ends at Nsawam, a town classified as peri-urban to Accra in Ghana. It also has stop points at Dome, Fise, Opa, Adzen Kotoku, Papase and Amasaman in that order before it ends at Nsawam (Agyemang, 2019).

3.2. Research design

The research design was qualitative, specifically a grounded theory approach. This is because conducting such a study within an urban centre of a developing country within a specific socioeconomic context is quite new. The various philosophical assumptions positioned the study in an interpretivist paradigm where interpretation given by respondents and the research team concerning the realities of the economic situation and commuters’ choice of rail transport was accepted. The study’s epistemology stance guaranteed no gap existed between the data collection team and participants during data collection. Thus, data was directly taken from the respondents at the train stops and in the train. The ontological assumption was that the study embraced multiple realities and this allowed participants to respond from their perspectives on the issues investigated in the study. This ensured that the themes which emerged from the data analysis came from the perspectives of different participants. With respect to the axiology, the research team appreciated the fact that participants responded to the issues with their own values. In analysing and interpreting the data, the research team also valued the credibility of the responses and put them under various themes (Creswell, 2013).

3.3. Data collection

Data was collected using semi-structured interview guides. This implies even though there were questions initially prepared for participants, the flexibility and practicality in soliciting data allowed the research team to ask emerging questions which came up during the data collection. This also allowed for the application of an adaptable, workable and resilience approach to obtain the right data from respondents (Creswell, 2013). Data was also taken at the train stations, train stops and, in the trains as well. The period was mostly in the mornings when commuters were going to work and the evenings when they were returning. The target population for the study were commuters that use rail transport. A total of thirty-five (35) respondents were selected using a purposive sampling approach. The purposive sampling technique was adopted based on the claim that it makes room for researchers to select participants who are considered competent and knowledgeable in the phenomenon under study. Even though, it is may not be a true representation of the entire population due to its limited number and biased selection, it considers respondents traits, roles, opinions, information, ideas, or experiences that are pertinent in providing the possible answers and nuances of the study. At the thirty-fifth respondent, the point of saturation where respondents were not providing any new information to the questions asked by the researchers was reached (Saunders et al., 2019; Creswell & Creswell, 2017; Creswell & Plano Clark, 2011). The participants and their demographic characteristics are indicated in Table 1.

Table 1. Demography of respondents.

No	Sex	Occupation	Location to Destination	Income in a month (in US$)	Percentage of Income Spent on Transport before using train	Percentage of Income Spent on Transport after using train
1	Male	Driver	Nungua Barrier to Accra	500	Could not be determined	Could not be determined
2	Male	Ghanaian Times	Lashibi to Circle	100 and 200	30	10
3	Male	Ghanaian Times	Community 17 to Circle	200 and 300	50	30
4	Female	Teacher	Alajo to Oborba	200 and 300	25	15
5	Male	Construction Worker	Achimota to Nsawam	Not disclosed	Could not be determined	Could not be determined
6	Male	Accountant	Nungua to Abeka	100 and 150	70	30
7	Male	Safety Officer	Community 18 to Abeka	100 and120	50	20
8	Male	Office Assistant / Driver	Abelemkpe to Sakumono	180	48	30
9	Male	Advertising Professional	Sakumono to Tesano	400 and 600	Could not be determined	Could not be determined
10	Male	Plumber	Nungua- Airport first	100 and 200	25	5
11	Male	Cold Store Worker	Sakumono - Graphic Road.	200 and 300	40	20
12	Male	Unemployed	Sakumono - Agbogbloshie	None	Could not be determined	Could not be determined
13	Female	Financial Firm	Lashibi toTesano	Undisclosed	Could not be determined	Could not be determined
14	Female	Administrative Assistant	Teshie to Tesano	100 and 200	30 to 35	8
15	Female	Trader	Sakumono to Agbogbloshie	Not disclosed	Could not be determined	Could not be determined
16	Female	Births and Deaths Registry	Sakumono to Shiashie	150 and 250	Could not be determined	Could not be determined
17	Female	Trader	Tema to Accra (CBD)	Not disclosed	Could not be determined	Could not be determined
18	Female	Food and Drug Safety Expert	Spintex to Accra	300 and 400	30	8
19	Male	Site Supervisor	Sakumono to Korle-Bu.	200 and 250	20	5
20	Female	Accounts Officer	Baatsona to Accra	200	30	13
21	Male	Contractor	Tema to Circle	Not disclosed	Could not be determined	Could not be determined
22	Male	Engineer	Lashibi to Avenor	100 and 150	Could not be determined	Could not be determined
23	Male	Unemployed	Lashibi to Circle	Not disclosed	Could not be determined	Could not be determined
24	Female	Nurse	Estate Junction to Circle	Not disclosed	Could not be determined	Could not be determined
25	Female	Customer Service	Community 18 to Tesano	Not disclosed	30	10
26	Female	Unemployed	Parakuo Estate - Accra	Not disclosed	Could not be determined	Could not be determined
27	Male	Quality Control Manager	Tema to Tesano	200 and 300	Could not be determined	Could not be determined
28	Female	Trader	Community 18 to Accra	150 and 450	Could not be determined	Could not be determined
29	Male	Transport Operations Manager	Kotobabi toTesano	200 and 300	35	6
30	Female	Undisclosed	Lashibi to Accra	Undisclosed	20	7
31	Female	Trader	Adegono to Accra	Undisclosed	Could not be determined	Could not be determined
32	Male	Business Development Officer	Spintex to Katamanto	300 and 400	40	9
33	Female	Trader	Tema to Makola	Undisclosed	15	5
34	Male	Banker	Spintex to Abeka	Undisclosed	25	9
35	Male	Environmental Health Safety Officer	Spintex to Abeka	200 and 300	8	3

3.4. Data analysis

The data analysis followed an inductive, recursive, and interactive approach, emphasizing a systematic and bottom-up methodology. Data was initially structured, thoroughly read through, described, classified and subsequently interpreted. Before conclusions were made, the study established primary and secondary code cycles. Themes were derived from the codes and aligned with the study’s objectives.

All these were arrived at after careful thoughts and deep reflections on the prevailing economic situation, coupled with excessive transport prices and uneasiness of commuters in managing their relatively lower incomes. The nuances which accompanied the results were also discussed and presented (Creswell, 2013; Patton, 2002; Saldana, 2019).

3.5. Ethical considerations

The ethical standards required in social research involving humans which includes anonymity, confidentiality, voluntariness, consent and privacy in the collection and analysis of data as well as in the reporting of the findings were strictly adhered to Saunders et al. (2019).

4. Results

4.1. Demography of respondents

The participants varied in terms of profession, income level, level of education, gender and place of residence along the rail line. Most of the respondents are in the private sector and formal sector. Although both male and female patronise transport, majority of respondents were males. There was no proven reason for males having an edge to use the train but Tuffour and Asiama (2022) indicated train transport in Ghana is less comfortable compared to other means of transport such as minibuses, ride hailing services and traditional taxis. Most of the respondents reside in suburbs along the rail lines. Examples of these suburbs are Tema, Sakumono, Lashibi, Community 18, Spintex Road and Achimota. Most of the destination for these respondents are Tesano, Circle and Accra and Katamanto (where the CBD is). The income of respondents was mostly low. The highest income was US $600 and the lowest was US$100 in a month (Please note: US$1=13 Ghana Cedis). Many of the respondents spent between 30% and 40% of incomes on transportation during the high fuel prices. Some were as low as 8% and others as high as 70%. Even though some spent as high as 70% of their incomes, that figure had actually reduced from 70% to 30% when that respondent have turned to train after from other forms of road transportation. By turning to train, the some respondents have also reduced a significant part of their income on transportation to 20%, with some reducing theirs to as low as 5%. Please see Figure 1.

Figure 1. Map of railway lines and stops in the study area.

4.2. Turning to train: the underlying positives

4.2.1. Affordability as a factor

Even though the underlying factors that informed commuters to turn to train in the midst of intense economic hardships and high fuels prices were not ranked, its affordability was one of the key factors that explained its preference. In a cosmopolitan and highly commercial area such as GAMA, there are several means of transport for the masses as already indicated. Means of transport are highly privatised and have their prices strictly determined by the dictates of market forces. Transport prices had shot up to more than 20% within the period of three months due to an over 20% increase in fuel prices. Rail transport run by government have had negligible change in its fares. This has made commuters turn to it as a means of saving their income on transport cost. Some respondents complained they spent as high as 70% of their income on transportation when they use other means of transport such as minibuses, traditional taxis and ride hailing services. Rail transport now serves as an alternative with respect to reduced transport cost because some indicated they spent as low as 5% of their incomes on transport as a result of joining the train. For the traders who have to carry their goods to town and back, the train has drastically reduced their expenditure on transport since these goods come with their own high prices when they used other means of transport. This is how a female trader voiced it:

On the trotro (minibus), I buy 4 seats in addition to mine due to the volume of goods I have with me. A seat costs $0.75 multiplied by 5 seats which will be $3.75 just for going to Accra. This means that in a day, I spend well over $7.5 on transport. With the train, I pay $0.5 myself and $2 for the luggage. I therefore end up spending $5 a day. (Respondent 17, Personal Interview, December, 2022)

Another respondent said:

The issue of transportation fares has become an albatross on my neck. It was really a drain on my income before I started using the train. I used to spend a little above $50 a month on transportation fares. I couldn’t save anything at the end of the month because of my expenses in a day. (Respondent 7, Personal Interview, November, 2022)

The participants who turned to train as first choice of transport due to high prices in transport fares also found extra advantages of using rail transport. These are speed and safety.

4.2.2. Speed as an added advantage

Participants indicated they realised the train as a means of public transportation is relatively faster compared to the other forms of public transport. The absence of traffic and its free movement to its designated stop is one of the key advantages of using train. Participants felt less stressed in sitting in the train compared to siting in the minibuses, traditional taxis and ride hailing services for long distances within the urban space. In contrast to mini buses, which can remain at a designated stop point until they are filled with passengers, trains operate on fixed schedules and are obliged to spend a fixed time period at each stop, whether passengers are boarding or not. The time the mini buses wait at the various stops makes passengers report to work late and delay in meeting clients which disrupts their daily schedules. The good feature about the train is, it moves and stops on time which makes it easier to plan for the day with it. For some of them, the train stops are close to their points of boarding and destination compared to other means of transport. With respect to the speed, this is how participants expressed it:

… I was stressed daily because of the traffic I had to sit in on a daily basis and this was taking a toll on my health. The train has really helped. (Participant 7, Personal Interview, November, 2022)

The train has only four stops but the ‘trotro’ stops a lot of times to pick passengers. Again, the train isn’t affected by traffic because other cars stop for the train to pass which helps me get to work on time. (Participant 15, Personal Interview, November 2022).

4.2.3. Safety as an excellent advantage

Commuters indicated they have come to accept that rail transport is safer as compared to the other means of transport regarding the avoidance of harm to physical health and goods. The rail tracks though not the best compared to the ones in the developed countries is better than the general quality of roads in the city. They indicated that since they started using the train, accidents hardly occur. Since the train is more friendly using it as a means of carrying goods compared to the various means of road transport, participants conclude it is safest. This is how some participants compared it to the other means of transport in terms of safety:

Rail tracks have no potholes like the road that worsens my waist pains. It drives smooth. (Participants26, Personal Interview, December 2022)

With the train your safety is assured, I believe it is the safest so far as the tracks are good and the driver skillfully maneuvers through the tracks. (Participant 8, Personal Interview, November, 2022)

4.3. Turning to train: the unexpected

Participants identified congestion and discomfort, unavailability of the train and risk of financial loss as challenges they encountered using train compared to other means of transport such as minibuses, traditional taxis, ride hailing services and motorcycles.

4.3.1. Congestion and discomfort

The increasing cost of transport due to soaring petroleum prices has resulted in a significant preference for rail transport, which is comparatively more affordable. This has led to overcrowding in the coaches of train. The increase in demand has not met a corresponding increase in supply and this has led to overcrowdings especially during the peak hours in the cities. In most cases, commuters have no option but to deal with this uneasiness since that is what they can afford. Another sad situation is commuters have to sometimes struggle before even getting into the trains since the numbers are larger than the spaces available in the train. Possibly, the government is not providing extra coaches to carry commuters because it is financially unsustainable looking at the highly subsidized fares it charges for its services. This is how participants painfully expressed their congestions and discomfort:

Recently a lot of people patronize the train so you have to struggle to get on board which is uncomfortable. (Participant 8, Personal Interview, November, 2022)

We complained to the conductors to help add more coaches but we were told that due to the increase in prices of diesel, it will be difficult to add the coaches. In the evenings, the heat in the train with such congestion makes it really uncomfortable. (Participants 17, Personal Interview, December, 2022)

Another discomfort and frustration they go through is when they miss their destination due to inadequate communication regarding upcoming stops by the train service providers. The trains do not also have features such as buttons for commuters to press to indicate a stop. This is how a participant shared his frustration:

There is no announcement made when we are approaching to a stop. I have missed my stop and ended up at different locations on two different occasions. I recommend that there should be an announcement made whenever we are getting to a stop. (Participants 17, Personal Interview, December, 2022)

4.3.2. Not available when needed

The services of the train are not always available to commuters. The train does not operate throughout the day. The recent increase in patronage should have resulted in an increase in operational time but unfortunately, that is not the case. Sometimes, the poor state of the railway system causes the trains to easily break down. Respondents complained the train operates only from Monday to Friday. It works only twice in a day and that are in the mornings and evenings. Besides, they operate only in the mornings on some days. Because the rail transport operates on only one part in GAMA and only one route, people whose houses are close to the stop point have easy access. For those whose houses and workplaces are far away from the train stops, they have to walk long distances before catching the train. This is how a participant expressed her concern:

The train works twice in a day which is not enough. It operates only on week days but with the ‘trotro’, it works every time. It doesn’t commute to a lot of places within the city but ‘trotro’ does. There should be more trains which work at various times within the day. With ‘trotro’ I don’t need to walk for a longer distance before getting home or work. (Respondent 5, Personal Interview, November, 2022)

4.3.3. Risk of financial loss

Although respondents agree to the fact that fares for rail transport are far lower and affordable compared to the other means of transport, respondents complained there is a risk of losing monies paid as fares without getting to their final destinations. When the trains breakdown in the course of the journey, commuters are made to get down and find their own means of transport to their final destinations without any form of compensation. This is very difficult for commuters considering the fact that they decide to use the trains to cut down on their expenditure on transport. This is how participants expressed it:

One major disadvantage I have observed is that, when the train develops a fault, monies paid are not refundable, unlike the ‘trotro’ where you will be reimbursed. (Respondent 6, Personal Interview, November, 2022)

I have been on the train and we had a breakdown and I had to appeal to three people to help me raise some money to board another vehicle to get my destination. (Respondent 5, personal interview, December, 2022)

4.4. Possibility of sticking to train

It is evident from the results that rail transport has become a means of transport for many urban commuters who are looking for cheaper transport alternatives in the midst of economic hardships. It is also evident the rail transport comes with it advantages. Therefore, when the views of commuters were sorted to ascertain if they would switch from using trains if the prices of fuels and transport fares were reduced, almost all the commuters responded in the affirmative. This was mainly because the railway transport is not affected by the traffic, it will always be relatively cheaper compared to the other means of transport and they were able to plan with the timing of the movement of the train, even though it has its own peculiar challenges. As two participants stated:

I believe should the cost of items as well as transport fares go down, it will definitely see a corresponding reduction in the cost of the train fares. I will still use the train if my income can sustain it. (Respondent 1, Personal Interview, November, 2022)

I don’t think I will ever go back to patronizing the other means of transport. (Respondent 6, Personal Interview, October, 2022)

5. Discussion

There is a clear indication that many of the respondents are interested in turning to train because of the numerous advantages they have far as cost of using it and its relevance to work life is concerned. Majority of the respondents were male even though it may not be suitable for generalisation since a non-probability sampling method was employed; which is key feature of qualitative study. Also, women formed minority of the respondents, a possible suggestion could be that they want more comfort than men since they see taxis and ride hailing as more comfortable than the train. The high cost of transport has led to a situation where the trains are now overcrowded especially during the peak hours. This could discourage more women from boarding the train since they want to be more comfortable as urban commuters compared to men (Tuffour & Asiama, 2022).

There is also an indication that most of the respondents who patronize the train are those who stay close to the railway line. This finding affirms other studies that have been conducted in other parts of the world (Lin et al., 2014; Meng et al., 2011). It suggests that if railway routes and functioning trains are made available throughout cities in Africa and Ghana, there will be high patronage among urban dwellers notwithstanding the peculiar challenges. Even though people with different income levels in the city patronize the trains, most of these are within the low and lower middle-income range with respect to Ghana’s income standards. This suggest that there is a potential of trains becoming a preferred choice of transport if it is comfortable and available. In times of high transport prices which is a result of high fuel prices, many commuters who have access to rail transport have found it to be a source of relief. Kwateng et al. (2017) asserts that rail transportation in Ghana is less expensive than road transportation. Tuffour and Asiama (2022) also concluded that the number one factor which drives urban commuters within the urban space is the price. Therefore, rail transport as established by the findings of the study is a cheaper form of transport for many urban commuters in the GAMA area. Interestingly, in this study, different classes of income earners save money when they choose the train over the other means of transport. Train transport is therefore steadily gaining popularity among the lower and middle classes in Ghana. This is because these regular commuters include both unskilled workers, professionals and students. Studies in other parts of the world have proven commuters choose train because of its cost saving advantage for all classes and levels of income earners in society (Ugoani, 2023; Garret & Taylor, 1999).

Respondents who are traders indicated they are able to carry heavy and larger loads at affordable rates when using the train compared to the other forms of transportation, which have more expensive fares. The mechanism in Ghana’s urban train fare pricing which is a flat rate of carrying luggage also gives it an advantage over the other commercial road transport options, that have variable and distant specific fares. This always comes as a better option for traders and non-traders who patronise the train (World Bank, 2022; Daramola, 2022). Also, for a comparable volume of passengers and luggage carried, rail transportation requires less space than vehicle transportation and therefore it presents an advantage of being a high load-bearing capacity while utilising minimal land. The study’s results corroborate the findings of St-Louis et al. (2014), who assert that train commuters are substantially happier because it offers benefits beyond simply getting to one’s destination. Wangai et al. (2020) posit affordability to be one of the key characteristics of future railway systems in developing countries. They also argue that although commuters’ budgets are influenced by the country’s tax system, their ability to pay also hinges on both the financial status and technological advancements that lower operational costs. It also means affordability will depend on operational cost and commuters’ income. According to Tuffour and Asiama (2022), income is a key factor when one has to choose between the rail transport and other forms of transport.

Respondents also indicated that using the train comes with the advantage of speed and dependability of commuters reaching their destination as estimated or planned. Interestingly in this study, the new commuters who have turned to train are experiencing this unique advantage they did not know. Commuters affirmed they can now plan the work schedules, meeting times and other appointments in town and at home as a result of using the train. The commuters indicated their new experience creates a new opportunity for them to explore the use of the train and stick to it. This makes the findings unique because urban commuters who will not even consider using train have now turned to train due to economic hardships and are now considering sticking to it. The train having this advantage of speed and dependability with respect to time have been confirmed in other studies in other cities of the world (Vromans et al., 2006). Rail transport has significant potential benefits over its alternative in terms of traffic congestion, energy usage, reduced prices and protection of the environment (ADB, 2015). Traffic congestions for instance have detrimental impacts on any country and could potentially undo economic progress of a country (Agyapong & Ojo, 2018; Sweet, 2011: Baffour, 2010).

Even though passengers feel uncomfortable using the train system due to over crowdedness, as compared to other forms of transport, the concept of safety in using trains cannot be over emphasized. Irrespective of the of the uncertainties regarding quantities of urban road accidents deaths and injuries that occur annually, there is a high level of road accidents in Ghana. The results of the study confirm there is a high level of safety in using the train and coupled with the advantage of the low prices, this creates the impression that train will continue to be the most preferred in Ghana if more investments in terms of technology and availability is made. Jedwab and Moradi (2012) for instance note rail transport users feel safer as compared to road transport. Trepáčová et al. (2020) also note that comfort, the opportunity for socialization, enjoying the scenery, worry-free travel, and advanced seat bookings are some of the advantages the train has over other means of transport.

There is also enough evidence to prove that the rail transport system comes with its own challenges especially for developing countries. This makes it very difficult to be a preferred choice for many urban dwellers. The challenges are overcrowding, congestion, unreliability, outmoded and ageing infrastructure (World Bank, 2022; Owusu-Manu et al., 2021). For example, due to a high population densities and patronage, Mumbai trains are notorious for being crammed (Hirsch et al., 2017). Although Indian has one of the highest railway networks in the world, it still faces the challenges of low level of technology and overcrowding (Sharma & Kumar, 2014).

Even though the West Africa transportation system is dominated by roads, new urbanization trends and their associated costs to society provide a strong argument for the development of railways. This would require a significant initial investment but would be much less expensive due to attainable economies of scale (Obeng et al., 2022).

6. Conclusion

Transportation by train remains a cheaper and safer alternative means among other benefits. There are high socioeconomic benefits of using trains. Again, environmental cost is reduced and has little impact on carbon emission.

Although commuters of the train appreciate the benefits derived from its use, the study also highlights the challenges faced which need attention in order to optimize the benefits. These challenges range from the congestion and discomfort in the coaches to unavailability of the train at needed times. The relatively lower train fares charged has seen a greater number of commuters opting for train transportation resulting in peak hours congestion due to the limited number of coaches available. The train runs twice daily on weekdays but not on weekends. If it worked on weekends, commuters would use it, the study found. Commuters must also find alternative transport without a reimbursement of fares paid should the train breaks down, defeats the purpose of saving money. Ghana could address its traffic congestion situation in the urban centres by paying attention to its rail transport.

In light of the comparable advantages that commuters derive, it is imperative that additional rail lines and trains be developed to ensure accessibility and availability for commuters in all communities of Ghana. It is recommended that Ghana prioritizes augmenting its investments in train transport as a strategic measure to foster and broaden the reach and use. The emphasis on the expansion and improvement of train transport has the potential to yield greater transport services and broader socio-economic advantages.

Disclosure statement

No potential conflict of interest was indicated by the authors.

Additional information

Notes on contributors

Michael Tuffour

Michael Tuffour holds a Doctor of Philosophy (PhD) in Development studies from the Institute of Statistical, Social and Economic Research (ISSER), University of Ghana, Legon. His current research interest is mainly on the urban geography, economics and sustainability issues which include urban transportation, urban agriculture, urban housing and health.

Daniella D. Sedegah

Daniella D. Sedegah holds a Doctor of Philosophy (PhD) in Development studies from the Institute of Statistical, Social and Economic Research (ISSER), University of Ghana, Legon. Her interest is focused on the household, gender and women welfare. She also studies human and urban geography and the care economy.

Efua E. Mantey

Efua E. Mantey holds a Doctor of Philosophy (PhD) in Social Work from the University of Siegen, Germany. Her research focuses on the care economy, urban studies and disability.

Bernice O. Owusu

Bernice O. Owusu has a Bachelor of Arts in Development Studies from the Presbyterian University, Ghana. She is currently pursuing a Master of Art in Education at the University of Ghana, Legon. She has an interest in researching into social development.