Vol 7. Autp - Draft Final Report - Rap - Sept 15

MINISTRY OF ROADS AND HIGHWAYS
DEPARTMENT OF URBAN ROADS
ACCRA URBAN TRANSPORT PROJECT (AUTP),

PHASE 1 POKUASE INTERCHANGE
D R A F T F I NA L R E P O RT
VOL 7: RESETTLEMENT
ACTION PLAN (RAP)
ASSOCIATED CONSULTANTS LTD.

33 Royalt Castle Road Kokomlemle,
P. O. Box M259,
SEPTEMBER 2015 Accra, Ghana
ACCRA URBAN TRANSPORT PROJECT (AUTP), PHASE 1 DRAFT FINAL REPORT
POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)
TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................................. i
ACRONYMS ................................................................................................................................. iv
LIST OF TABLES ......................................................................................................................... vi
LIST OF FIGURES ..................................................................................................................... viii
EXECUTIVE SUMMARY ........................................................................................................... ix
INTRODUCTION .......................................................................................................................... 1
1.1 Background ....................................................................................................................... 1
1.2 Description of the Project Location .............................................................................. 1
1.3 Objectives of the Resettlement Action Plan (RAP)..................................................... 4
1.4 The Scope of the Resettlement Action Plan (RAP) .................................................... 4
2.0 PROJECT DESCRIPTION .................................................................................................. 7
2.1 PROJECT COMPONENTS ......................................................................................... 7
3.0 Socioeconomic Survey of the Project Area ...................................................................... 14
3.1 Background of the Municipalities and Communities within the Project Area ........... 14
3.2 Brief Background of the Project Communities .......................................................... 15
3.3 Socioeconomic Profile of Persons Likely To Be Affected Within the Proposed Project
Site ........................................................................................................................................ 16
3.4 Structures .................................................................................................................... 26
3.5 Number of Businesses Owned by PAPs in the Corridor ............................................ 29
3.6 Business Details .......................................................................................................... 30
3.7 Business Characteristics of Large Business Operators............................................... 32
3.8 Affected Persons on Bare Land (Without Structure) or Farmland ............................. 36
3.9 Prior Knowledge about the Project ............................................................................. 36
3.10 Sources of Information about the project................................................................ 37
3.11 Usual Sources of General Information ................................................................... 37
4.0 IDENTIFICATION, ASSESSMENT AND ANALYSIS OF IMPACTS ........................ 40
4.1 Expected Positive Impact Constructional Phase ..................................................... 40
4.2 Likely Negative Impacts Construction Phase .......................................................... 41
4.3 Expected Positive Impact Operational Phase .......................................................... 42
4.4 Expected Negative impact Operational Phase ......................................................... 43
5.0 MITIGATION MEASURES ............................................................................................. 47
5.1 Payment of Compensation .......................................................................................... 47
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5.2 Reduction in Dust & Noise Levels and Public Health and Safety ............................. 47
5.3 Supervision and Monitoring ....................................................................................... 47
5.4 Police Presence to Mitigate Traffic and Criminality .................................................. 47
5.5 Measure to Control Fixing of Posters on the Interchange .......................................... 48
5.6 Interchange Design and Public Education .................................................................. 48
6.0 PUBLIC CONSULTATIONS ........................................................................................... 49
6.1 Issues and Concerns from Official Consultations ...................................................... 49
6.2 Focus Group Discussions on Pokuase Interchange (FGDs) ....................................... 56
6.3 Discussions with Transport Unions ............................................................................ 57
6.4 FOCUS GROUP DISCUSSIONS ON THE 10 KM ACCESS ROADS UPGRADE 59
7.0 VALUATION PROCEDURES ......................................................................................... 61
7.1 Organizational Procedures for the Delivery of Entitlements .......................................... 61
7.2 Eligibility Criteria ........................................................................................................... 61
7.3 Proof of Eligibility ...................................................................................................... 61
7.4 Compensation Measures ............................................................................................. 61
8.0 PROPERTY IMPACT ASSESSMENT ............................................................................ 64
8.1 Scope of Services........................................................................................................ 64
8.2 Preparatory Activities carried out by the Consultant.................................................. 64
8.3 Methodology............................................................................................................... 65
8.4 Metal Containers/Kiosks ............................................................................................ 66
8.5 Properties Affected ..................................................................................................... 67
8.6 Estimated Compensation Values ................................................................................ 67
8.7 Provisional Recommendations ................................................................................... 67
9.0 POLICY AND LEGAL FRAMEWORK .......................................................................... 70
9.1 Policy .......................................................................................................................... 70
9.2 Legal Framework ....................................................................................................... 70
10.0 OPERATIONAL PROCEDURES AND INSTITUTIONAL FRAMEWORK ................ 74
10.1 The Department of Urban Roads (DUR) ................................................................ 74
10.2 The Land Valuation Division (LVD) ...................................................................... 74
10.3 The Municipal Assemblies ..................................................................................... 74
10.4 Town and Country Planning Department (TCPD) ................................................. 74
10.5 The Environmental Protection Agency (EPA) ....................................................... 74
10.6 Utility Agencies ...................................................................................................... 75
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11.0 IMPLEMENTATION SCHEDULE .................................................................................. 76

11.1 Purpose of the Implementation Schedule ............................................................... 76
11.2 Determination of Compensation Level for Affected Person .................................. 76
12.0 BUDGET AND FUNDING ............................................................................................... 78
12.1 Source of Funding ................................................................................................... 78
12.2 Estimated Cost of Resettlement .............................................................................. 78
13.0 ARRANGEMENTS FOR MONITORING AND EVALUATION .................................. 79
13.1 Process Monitoring ................................................................................................. 79
13.2 Post-Project Evaluation ........................................................................................... 79
REFERENCES ............................................................................................................................. 81
APPENDICES .............................................................................................................................. 82
FIELD QUESTIONNAIRES ................................................................................................ 83
OTHER LIKELY AFFECTED GROUPS .................................................................................... 91
DATA TABLES ........................................................................................................................... 95
Page iii of 114

ACRONYMS
ABC Accra Brewery Company
ACP African Concrete Products
AFD Agency Franoise de Development
AFDB African Development Bank
ARAP Abbreviated Resettlement Action Plan
CBD Central Business District
DUR Department of Urban Roads
ECG Electricity Company of Ghana
ECOWAS Economic Community of West Africa States
EI Executive Instrument
EPA Environmental Protection Agency
ESMP Environmental and Social Management Plan
FGD Focus Group Discussion
GAMA Greater Accra Metropolitan Accra
GOG Government of Ghana
GPRTU Ghana Private Road Transport Union
GSS Ghana Statistical Service
JHS Junior High School
LI Legislative Instrument
LVD Land Valuation Division
MCD Municipal Coordinating Director
MLGRDE Ministry of Local Government and Rural Development
and the Environment
MRH Ministry of Roads and Highways
MSLC Middle School Leaving Certificate
MTTU Motor Transport and Traffic Unit
NGO Non-Governmental Organization
OMV Open Market Value
Page iv of 114
OS Operational Safeguard
PAPs Project Affected Persons
PHC Population and Housing Census
RAP Resettlement Action Plan
ROW Right Of Way
SHS Senior High School
SMEs Small Medium Enterprises
SPSS Statistical Package for Social Scientists
TCPD Town and Country Planning Development
UWCL Urban Water Company Limited
Page v of 114
LIST OF TABLES
Table ES 1 Schedule of Implementation ..............................................................................xii
Table 1: Pokuase Interchage - Local Roads ............................................................................. 11

Table 2: Overview of Community Upgrading Infrastructure .................................................. 13
Table 3 Population of Participating Assemblies ................................................................. 15
Table 4: Population Size of the Studied Communities ............................................................ 15
Table 5: Communities Studied................................................................................................. 16
Table 6: Name of Road / Section Considered for the Project .................................................. 17
Table 7: Side of Road PAPs are Located On ........................................................................... 18
Table 8: Ethnicity of PAPs ...................................................................................................... 22
Table 9: Marital Status of PAPs............................................................................................... 23
Table 10: PAPs Household Size ............................................................................................. 23
Table 11: PAPs Status vis--vis the Proposed Roads/Interchange .......................................... 24
Table 12: Length of Stay on the Corridor ................................................................................ 24
Table 13: Kind of Work/Activity Being Carried Out In the Corridor ..................................... 25
Table 14: Length of Time for Which PAPs Had Worked On the Corridor ............................. 26
Table 15: Types of Structures Likely To Be Affected ............................................................. 27
Table 16: Use of Structure ....................................................................................................... 28
Table 17: Available Facilities in the Structure ........................................................................ 29
Table 18: Number of Businesses Owned by PAPs in the Corridor ......................................... 29
Table 19: Number of Good Business Days (for Small Businesses) ........................................ 30
Table 20: Average Turnover on a Good Day........................................................................... 30
Table 21: Average Turnover on a Bad Day ............................................................................. 31
Table 22: Average Daily Profit ................................................................................................ 32
Table 23: Company's Average Turnover (for Big Businesses) ............................................... 32
Table 24: Company's Average Profit ....................................................................................... 33
Table 25: Number of Employees ............................................................................................. 33
Table 26: Number of Apprentices............................................................................................ 34
Table 27: Monthly Expenditure on Electricity ........................................................................ 34
Table 28: Monthly Expenditure on Water ............................................................................... 35
Table 29: Monthly Expenditure on Transportation ................................................................. 35
Table 30: Prior Knowledge about the Project .......................................................................... 36
Table 31: Sources of Information about the Project ................................................................ 37
Table 32: Usual Sources of General Information .................................................................... 37
Table 33: Specific Radio / TV Stations Serving PAPs as Source of Information ................... 38
Table 34 Impacts: Construction Phase ................................................................................. 45
Table 35 Impacts: Operations Phase..................................................................................... 46
Table 36 Meeting with Ga West Municipal Assembly ........................................................ 50
Table 37 Meeting with TCPD............................................................................................... 51
Table 38 Meeting with Ga West Municipal Education Directorate .................................. 52
Table 39 Meeting with World Vision Ghana ....................................................................... 53
Table 40 Meeting with the Ark Foundation ......................................................................... 54
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Table 41 Meeting with ACP Estates Limited, Pokuase ........................................................ 55

Table 42 Meeting with Motor Transport and Traffic Unit - Amasaman .............................. 55
Table 43: Transport Unions Operating around the Proposed Interchange .............................. 58
Table 44 Entitlement Matrix for Pokuase Interchange and 10km Internal Roads. .............. 63
Table 45 Breakdown of Affected Properties ........................................................................ 67
Table 46 Provisional Estimated Compensation Values ........................................................ 67
Table 47 Schedule of Implementation .................................................................................. 76
Table 48 Estimated Cost of Resettlement ............................................................................. 78
Table 49 Internal Performance Monitoring Milestones........................................................ 79
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LIST OF FIGURES
Figure 1 A Map Showing the Project Location .................................................................... 3
Figure 2: A Map Showing Project Location .............................................................................. 8
Figure 3: Interchange Alternative Designs Considered ............................................................. 9
Figure 4: Selected Interchange Design and access roads ...................................................... 10
Figure 5: A one on one interview with a PAP ...................................................................... 17
Figure 6: A PAP with a board displaying her name and location ............................................ 17
Figure 7: Age and Sex of PAPs ............................................................................................... 20
Figure 8: Highest Educational Level of PAPs ......................................................................... 21
Figure 9: Religious Affiliation of PAPs................................................................................... 22
Figure 10: Ownership of Structure .......................................................................................... 28
Figure 11: Meeting with Officials of Ga West Municipal ....................................................... 51
Figure 12: Meeting with Ga West District Director, Town and .............................................. 52
Figure 13: Meeting with some Officials of Ga West Education .............................................. 53
Figure 14: Meeting with Officials of World Vision Ghana ..................................................... 54
Figure 15: Meeting with opinion leaders at Kwabenya ........................................................... 57
Figure 16: Meeting with the Womens group at Pokuase........................................................ 57
Figure 17: FGD with the Youth - Ayawaso ............................................................................. 57
Figure 18: FGD with Opinion leaders at Pokuase ................................................................... 57
Figure 19: Discussion with the ACP Taxi Drivers Union ....................................................... 59
Figure 20: Discussion with the Kwabenya Drivers Union ...................................................... 59
Figure 21: FGD with Amasaman Opinion Leaders ................................................................. 60
Figure 22: FGD with the Womens Group - Amamorley ...................................................... 60
Figure 23 Pictures of Some of the Permanent Structures Located within the Right of Way
68
Figure 24 Some of The Temporary Structures Located Within The Right Of Way .......... 68
Page viii of 114

EXECUTIVE SUMMARY
This Resettlement Action Plan (RAP) has been prepared to fulfill the requirements of the
African Development Bank (AfDB) and Government of Ghana (GoG) for the Pokuase
Interchange project and 10 km local roads for upgrading. The contract was awarded by the
Government of the Republic of Ghana (GoG) acting through the Department of Urban Roads
(DUR) and is to be financed by a grant received from Agence Franaise de Dvelopement
(AFD) and the African Development Bank (AfDB). The purposes of the document are to
assess the impacts this project may have on any group of persons found living, or owning
properties within the project zone, and assess other parameters that may affect the socio-
economic well-being of such persons.
The study zone includes Pokuase, Ayawaso, Amamorley, Amasaman in the Ga West
Municipality and Kwabenya located within the Ga East Municipality. The purpose of the
project is to improve urban mobility, promote efficient, affordable transport services along the
Awoshie-Pokuase Road, improve the livelihoods of people in the project area of influence and to
ease traffic congestion from Accra to Kumasi and vice versa. Hence the proposed construction
of an interchange at the ACP junction.
This report includes data on Project Affected Persons (PAPs), a description of the
compensations and procedures for ensuring affected persons receive the entitlements due
them. It also describes the consultation strategy adopted to engage with the affected people
and the institutional framework for implementing the resettlement, a grievance redress
mechanism and a monitoring and evaluation framework with accompanying work plan for
the overall implementation. A three-tier interchange is being proposed for the Pokuase-ACP
and Nsawam Road junction. The first tier will link Accra to Nsawam on the Accra-Nsawam-
Kumasi highway; the third tier will connect Awoshie to Pokuase ACP. The middle tier will
be used to access Awoshie, ACP, Accra and Nsawam. Also, the additional 10 km local roads
within the vicinity of the interchange will be upgraded to facilitate access and movement of
people in 18 sections / routes including the Pokuase Amasaman road, ACP road extension,
GHS Housing road, Hill top academy road, Village of hope Road and many others as
presented in Chapter two of the report. The consultant used a blend of qualitative and
quantitative methods to execute the assignment which included a desk review of project
background and previous studies, field studies, data processing and reporting.
The sites for the proposed projects falls under the authority of the Ga-West, Ga East and Ga
Central Municipal Assemblies and is surrounded by seven main communities; Pokuase,
Ayawaso, Amamorley, Amasaman, Ofankor Anyaa and Kwabenya. Whilst Pokuase,
Ayawaso Amasaman, Amamorley, Ofankor are located in the Ga West Municipal Assembly,
the Kwabenya community falls under the Ga East Municipal Assembly and Anyaa under Ga
Central Municipal Assembly.
The study revealed that the project sites were currently occupied by three hundred and forty-
three (343) individual persons and two main transport unions made up of 41 taxi drivers and
40 tanker drivers who are likely to be affected by the project.
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Among the respondents, 50.7 percent were females and the remaining 49.3 percent were
males. Slightly more than half (51.1%) of all respondents were between the ages of 20 and 40
years while 38.7 percent was also aged 41 60 years. The largest proportion (48%) of PAPs
had Junior High School/Middle School Leaving Certificate (JHS/MSLC) level as their
highest educational level followed by 18.9 percent With Senior High School/Secondary
School (SHS/Sec). Majority (72.1%) of PAPs, comprising 35.9 percent males and 36.2
percent females, were married. PAPs that were single constituted 13.9 percent (9% males and
5% females). A little less than half (49.2%) of the PAPs had household sizes ranging from 4
6 persons, this was followed by the 7 9 person range comprising 20.4 percent (10.5%
males and 9.9% females). more than half of the PAPs (55.4%), made up of 26.9 percent
males and 28.5 percent females were going to be affected the upgrading of community roads.
worked around the proposed project sites whilst 44.6 percent were going to be affected by the
interchange at Pokuase.
About 28.5 percent of the PAPs (11.1% males and 17.3% females) worked only at the current
location whilst 15.2 percent lived there only. A further 6.2 percent females and 4.3 percent
males worked as well as live there whilst 0.9 only owned property at the location and 0.3
rented out property there. In the area earmarked for the proposed interchange, PAPs
comprised 44.6 percent of the total: 34.1 percent only worked there, 7.1 percent lived there
only whilst 3.4 percent lived and worked there at the same time. Almost a third (32.5%) of
respondents had an average turnover of GH201-200 on a good day. Half of all the
respondents with large businesses had an average turnover of more than GH10,000 daily.
The structures likely to be affected by the proposed project included both permanent and
temporary ones. The permanent structures comprised sandcrete multi-storeys, sandcrete
single storeys whilst the temporary structures included sheds, metal containers of various
sizes, kiosks of various sizes, wooden structures combinations of all types. The structures
were being used for residential, offices, and shops. Whereas some had multiple uses, usage as
shops accounted for the bulk of the total structures. A vast majority (84.9%) of PAPs
comprising 41 percent males and 43.9 percent females owned their structures. In all, there
were five (5) PAPs (4 males and one female) who had bare plots of land with no structure on
it. In Pokuase and Ayawaso, the community leaders indicated that there is alternative land
available and one only has to contact the chief and follow the necessary procedures to obtain
it. In Kwabenya however, the community leaders said that there was no alternative land
available for affected persons to relocate to.
The impacts were discussed under constructional phase and operations phase and grouped
into positive and negative. The expected positive impacts of the constructional phase
included: job creation, boost of trading activities, enhanced skills for local artisans and
municipal personnel, increased revenue for land/property owners as well as increased revenue
for the municipal assembly. For the likely negative impacts of the constructional stage, the
following were cited: demolition of properties and displacement of affected persons, increase
in dust and noise levels, poor public health and safety, risks associated with occupational
health and safety, interruption of traffic movement and poor aesthetics. For the operations
phase, the expected positive impact included: better road infrastructure and transport service,
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boost in local economic activities and improvement in road safety. The likely negative
impacts of the operational phase mentioned are: the use of interchange as event poster wall /
board, abuse of traffic regulations and accidents and increase in criminality.
The various measures suggested for the mitigation of the possible negative impacts involved:
payment of compensation, reduction in dust and noise levels and risk to public health and
safety, supervision and monitoring, police presence to manage traffic and criminality,
measures to control the fixing of posters on the interchange, interchange design and public
education. As part of the study, consultations were held with stakeholders at the Municipal
and community levels involving officials, community leaders and ordinary members as well
as transport operators. Some of the concerns raised were about the need for the contractor to
include job quotas for locals, preservation of cultural/religious properties, making the project
design disability friendly and the need to involve the district assembly in the implementation
process.
The scope of the Property Impact Assessment was to: determine the size and value of land to
be affected by the construction works of the road project; assess the cost of structures to be
demolished and advise the client on the likely amount of total compensation due for
budgetary purposes. The valuation for all the properties was based on Open Market Values
(OMV). The method of valuation on the other hand was basically cost oriented for all the
properties. The Specific Cost Based Method, as prescribed by the State Lands Act, (Act 125
1962) was employed. Within the ROW, as at the time of the site visit, the total number of
properties to be affected by the project was Two Hundred and fifty (250). Of the Two
Hundred and fifty (250) affected properties/structures, there are Thirty-Three (33) permanent
structures consisting of sandcrete block buildings, sandcrete block fence walls, septic tanks,
etc. There are also Two Hundred and Seventeen (217) temporary structures consisting of
kiosks, metal containers, wooden structures and sheds. Estimates conducted put the total
compensation at GH3,658,620 excluding the cost of land to be acquired for the project.
The RAP was been prepared in accordance with the Operational Safeguard (OS) of the
African Development Bank and the relevant Ghanaian legislation. The goal of the OS is to
ease the implementation of the AfDBs 2003 Involuntary Resettlement Policy within the
requirements of OS1 and help integrate resettlement considerations into Bank operations. It
seeks to ensure that when people must be displaced they are treated fairly, equitably, and in a
socially and culturally sensitive manner; that they receive compensation and resettlement
assistance so that their standards of living, income-earning capacity, production levels and
overall means of livelihood are improved; and that they share in the benefits of the project
that involves their resettlement.
Ghanaian Law also provides that involuntary acquisition of private property must be done in
accordance with laid down statutory procedures. The RAP was formulated based on several
legislative instruments of Ghana, principal among them being: the Constitution of the
Republic of Ghana, 1992; State Lands Act (as amended); Administration of Lands Act 1962
Act 123 and the Ghana Land Policy 1999. These laws grant the President of the Republic and
the district assemblies the power to acquire land for purposes deemed to be in the interest of
the people, subject to laid down procedures for payment of necessary compensation.
Page xi of 114
The various institutions that will play a role in the implementation of the RAP include the:
Department of Urban Roads (DUR), Land Valuation Division (LVD), Municipal Assemblies,
Town and Country Planning Department (TCPD), the Environmental Protection Agency
(EPA) and Utility Agencies. The schedule of implementation is presented in table ES 1
below:
Table ES 1 Schedule of Implementation

Task Responsible Agencies Time Frame
Determination of Private valuer, LVD and DUR One week after submission of
compensation level for Environmental Unit Abbreviated RAP
affected persons
Disclosure of Abbreviated DUR Environmental Unit One week after approval of
RAP Abbreviated RAP
Formation of Grievance DUR Environmental Unit Three weeks after approval of
Committee Abbreviated RAP
Payment of compensation Government of Ghana (Ministry One month after compensation
of Finance and Economic has been determined.
Planning),
Relocation of temporary DUR Environmental Unit, One (1) month after receipt of
structures municipal officials compensation
Demolition (Partially or fully) DUR Environmental Unit, Three (3) months after receipt
of immovable structures municipal officials of compensation
Funding of resettlement activities is incorporated into the project budget and will be provided
by the Government of Ghana. In total, it is estimated that resettlement on Pokuase
Interchange will cost Three Million, Nine Hundred and Sixty-Three Thousand, Five
Hundred and Five Ghana Cedis (3,963,505.00) excluding the proposed land to be
acquired for the project. This is broken down as: GH490,930.00 for Temporary
Structures; GH2,557,920.00 for Permanent Structures; GH 609,770.00 for Professional
Fees, Valuers & Legal @ 20% and GH 304,885.00 for cost of Implementation Activities
(@ 10% of total compensation). Monitoring and evaluation will involve process monitoring
using internal performance monitoring milestones as well as post-project evaluation where
community meetings will be held and a completion audit performed.
Page xii of 114

INTRODUCTION
1.1 BACKGROUND
This Resettlement Action Plan (RAP) has been prepared as part of the requirements of the
African Development Bank (AfDB) and Government of Ghana (GoG) for the construction of the
Pokuase Interchange as part of the Urban Transportation Planning and Detailed Design Studies
for Accra North-East Roads, and Community Upgrading Infrastructure. The contract was
awarded by the Government of the Republic of Ghana (GoG) acting through the Ministry of
Roads and Highways (MRH) and Department of Urban Roads (DUR) and is to be financed by a
grant received from Agence Franaise de Dvlopement (AFD) and the African Development
Bank (AfDB).
The purposes of this document is to assess the impacts this project may have on any group of
persons found living, or owning properties within the project zone, and assess other parameters
that may affect the socio-economic well-being of such persons. The study zone which includes
Pokuase, Amasaman and Kwabenya communities is located within the Ga-West Municipality,
with the arterial road of interest being the road stretching from Pokuase-ACP junction through to
Kwabenya.
The zone has developed so rapidly, and the land use patterns have altered radically over the last
few years from a hitherto farming area to a newly developed residential neighborhood. This
change in land use has necessitated frequent travel from the zone into the Central Business
District (CBD) of Accra. Poor road surfaces and long delays at several intersections have
become characteristics of travel within that road network in the zone. There are also some
missing road links in the network. In addition, the zone lacks parking and pedestrian facilities. It
is for these reasons that the Ministry of Roads and Highways, acting through the Department of
Urban Roads, considers it imperative to undertake the Urban Transportation Planning and
Detailed Design Studies for Arterial and Collectors and Community Upgrading Infrastructure.
The prime objective of this project is the improvement of travel within Pokuase-Amasaman
communities as well as to remove the expected bottleneck at the junction upon completion of the
main Awoshie-Pokuase road project.
The Awoshie-Pokuase road, which is currently under construction, is expected to improve

mobility and accessibility to the rapidly developing north-western corridor of the Greater Accra
Metropolitan area (GAMA). The road links the Accra-Kumasi (N6) Kumasi-Paga roads (N10) at
ACP junction in Pokuase. The roads are important for transit purposes as well as Trans-
ECOWAS purposes and are of strategic importance to the West African sub region.
The transport sector goal is to provide an integrated, viable and sustainable transport infrastructure
to meet the goals of poverty reduction and regional integration within the ECOWAS sub region.
The aim of the project is to improve urban mobility, promote efficient, affordable transport services
along the Awoshie-Pokuase Road, improve the livelihoods of people in the project area of influence
and to ease traffic congestion from Accra to Kumasi and vice versa. Hence the proposed
construction of an interchange at the ACP junction.
1.2 DESCRIPTION OF THE PROJECT LOCATION

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The site for the proposed Interchange project is the Pokuase junction, at Pokuase - ACP which
falls within the Ga-West Municipality. The area can be accessed by the main Accra-Nsawam
highway, which stretches through from Pokuase through to Nsawam. Pokuase Junction is one of
the busy bus stops for public transport; along the Accra-Kumasi highway. The site is bounded by
communities such as Kwabenya, Ayawaso and Amasaman. The location is depicted in figure 1
below.
Page 2 of 114
Figure 1 A Map Showing the Project Location
Pokuase
ACP/Kwabenya Road
Old Awoshie Road

Uncompleted Section of
Awoshie-Pokuase Road
Awoshie-Pokuase Road Nsawam Road
Page 3 of 114
Also, the 10 km of local roads within the vicinity of the interchange will be upgraded to
facilitate access and movement of people in the catchment area. These local roads comprise
of 18 sections / routes including the Pokuase Amasaman road, ACP road extension, GHS
Housing road, Hill top academy road, Village of hope Road and many others as presented in
Chapter two of the report
1.3 OBJECTIVES OF THE RESETTLEMENT ACTION PLAN (RAP)

The primary objective of this RAP is to identify the full range of people that are likely to be
affected by the project, and to justify their displacement after consideration of alternatives
that would minimize or avoid displacement. It also seeks to ensure that people who may be
affected or displaced as a result of this project receive the necessary assistance in their efforts
to improve their livelihoods and standards of living.
The specific objectives of the RAP are as follows:
(i) To identify persons within the project site that reside, operate businesses or own
property within the project area;
(ii) To assess all social and economic impacts and risks likely to be associated with
the project;
(iii) To develop appropriate corresponding measures to avoid or mitigate the risks and
impacts;
(iv) To develop an implementation and monitoring plan for the activities related to
resettlement due to involuntary resettlement;
(v) To maximise the involvement of project affected persons (PAPs) in all stages of
implementation; and
(vi) To define and deliver the required entitlements to project affected persons
1.4 THE SCOPE OF THE RESETTLEMENT ACTION PLAN (RAP)

The project will be classified as a Category 2 in accordance with the Banks environmental
and social safeguards procedures. An Environmental and Social Management Plan (ESMP)
was prepared in November 2013, for the Pokuase Interchange and the Secondary Roads. The
Bank has reviewed this ESMP and provided the necessary comments and guidance to
DUR.The revised ESMP taking into account those comments formed part of the design
report.
The whole project premise is based on the principle that the involuntary taking of land for
the implementation of the project resulting in the displacement of persons should be avoided
where practicable, or minimized, after all viable alternative project designshave been
explored, including consideration of environmental assessment policies, natural habitats and
the need to safeguard cultural property and the identity of indigenous peoples under the
Environmental Protection Agency (EPA) laws and regulations and any other laws relating to
the social displacement and settlement of persons or groups of persons.
This RAP includes data on Project Affected Persons (PAPs), a description of the
compensations and procedures for ensuring affected persons receive the entitlements due
them. It also describes the consultation strategy adopted to engage with the affected people
Page 4 of 114
and the institutional framework for implementing the resettlement. The RAP also clarifies a
grievance redress mechanism and a monitoring and evaluation framework with
accompanying work plan for the overall implementation.
1.5 Methodology
The consultant used a blend of qualitative and quantitative methods to execute the assignment
which included a desk review of project background and previous studies, field studies, data
processing and reporting.
Desk Review of Project Background Documents and Previous Studies
The following documents were reviewed to provide background data and information on the
project:
Detailed Design, Procurement and Construction Supervision of Bus Type B

Priority Routes and Infrastructure on Accra CBD-Amasaman Corridor:
Inception Report;
Ghana Environmental Protection Agency (EPA) Act, 1994 (Act 490)

African Development Bank Policy on the Environment (2004)
The Resettlement Policy Framework
Resettlement Action Plan for the Urban Arterial Roads (2011)
Field study
The field studies carried out involved a series of activities such as sensitization, conducting of
interviews, consultations and field observations, all of which were aimed at gathering
information. This allowed for maximum participation and involvement of the Project
Affected Persons (PAPs) and other key stakeholders as well provide an opportunity to receive
feedback and witness first-hand the situation on the ground.
Sensitization: The PAPs were informed about the project during a reconnaissance visit by the
consultant.
Observation: This was done by visiting the site to have a general overview of the activities
the potential project affected persons were engaged in.
Interviews: Household interviews, Focus Group Discussions (FGDs) and interviews with the
persons likely to be affected by the project were carried out in the communities around the
proposed project sites.
Consultations: Consultations were held with the Municipal assemblies and their various
departments that are expected to be directly involved in the project as well as other
institutions and organisations within the municipalities that are likely to play a part in the
project.
Data Processing and Reporting:
Page 5 of 114
Data obtained from the various interviews and consultations were collated, and processed
using statistical softwaresuch as Statistical Package for Social Scientists (SPSS). The
processed data was used to generate tables and interpreted, while the information gained from
the consultations were summarised and inferences made from them.
Page 6 of 114
2.0 PROJECT DESCRIPTION

The Accra Urban Development Project is aimed at improving urban mobility in the Greater
Accra Region and entails the construction of an interchange at Pokuase and other planned
community works. This chapter presents a description of the Pokuase Interchange and the
community development projects that are being developed together to provide a more
comprehensive development in the catchment area. The projects which include the under
listed are being implemented in three different municipal areas i.e. Ga West; Ga East and Ga
Central in the Greater Accra Metropolitan Area and are described in the following sub-
sections.
2.1 PROJECT COMPONENTS

The Accra Urban Development Project has several components some of which have
necessitated a Social Impact Assessment. These include;
1. Construction of an Interchange at Pokuase

2. Environment and Social mitigation measures: the ESMP & RAP
3. Construction of approximately 10km of local roads within the project area to ensure
connectivity within the local community and provide good all weather access to social
services
4. Non Motorised Traffic Management Scheme (Safe Walk to School
5. Construction of Pokuase Bus Terminal
6. Construction of Pokuase Market
7. Construction of Anyaa Market
8. Construction of 3 schools within the project area
9. Construction of mortuary and surgical wards at Ofankor Hospital
10. Provision of IT equipment to all the 16 schools (3 new and 13 already constructed
under the Awoshie-Pokuase Project) as well as IT training programme for girls in
primary to junior high school.
Other components are

1. Urban Development Master Plan study for Greater Accra
2. Institutional Support
supporting and enhancing the performance of the PCU, DUR and the Local
Assembly (Ga West Municipal Assembly
Financial and Technical Assistance to strengthen the PCU
Trainings for the PCU
Provision of equipment and stationery PCU
Road maintenance training for DUR staff
TA (financial management, basic services management and planning) &
provision of equipment for Ga West Municipal Assembly
Setup a decision making tool for monitoring of various utilities and services
and planning priority interventions: City Performance Dashboard for Ga
West Municipal Assembly
Page 7 of 114
3. Project management
Consultancy Supervision Service
Monitoring and Evaluation of projects socioeconomic impact
Road safety
Technical Audit
2.1.1 DESCRIPTION OF POKUASE INTERCHANGE
The proposed Pokuase Interchange is to be located at the crossing of the Awoshie Pokuase
road and the Accra-Nsawam Highway at Pokuase in the Ga West Municipality. The site is
also close to Ayawaso community in the same municipality and Kwabenya in the Ga East
Municipality as shown in the map following:
Pokuas
eesse
ACP/Kwabenya
Road
Old Awoshie
Road Uncompleted Section
of Awoshie-Pokuase
Road
Nsawam
Awoshie-Pokuase
Road
Road
A view of the proposed interchange area during the reconnaissance survey
Figure 2: A Map Showing Project Location
The Pokuase interchange project involves the design of the foundation, approach roads,
drainage and Traffic Management of an interchange at Pokuase as well as the relocation of
affected utilities. Several design options have been considered such as the ones in Fig. 3.
These options were subjected to various analyses and the final chosen design is a three-tier
Single-point Urban Interchange whose lower level is the Accra Kumasi Road; Middle level
is used for turning right or left to Pokuase and the Upper level is the Awoshie Kwabenya
Road as in the figure 4.
Page 8 of 114
3-Tier Modified Semi-Directional Layout 2-Tier Parclo Layout
Pokuase Semi Directional Layout

3-Tier Rotary Layout
Figure 3: Interchange Alternative Designs Considered
Page 9 of 114
Figure 4: Selected Interchange Design and access roads
Page 10 of 114
2.1.2 DESCRIPTION OF 10KM ACCESS ROADS
About 10 km of local roads within the vicinity of the interchange will be upgraded to
facilitate access and movement of people in the catchment area. The selected roads are as
presented in Table 1.
Table 1: Pokuase Interchage - Local Roads
No. Access Road Name Length(km)
1 Village of Hope Rd
2 Hill Top Academy Rd
3 Route 2 0.85
4 Route 1
5 Access Road 6 0.2
6 Access Road 5 0.92
11 Link Road 4 0.17
12 Link Road 3 0.41
13 Link Road 2
14 Link Road -Kwabenya 0.17
15 Pokuase -Amasaman 3.33
16 New Rd from ACP Est. 1.76
17 ACP Rd (Existing) 0.72
18 GHS Housing Road 0.59
TOTAL 9.96
The Accra Urban Development Project also includes other projects that are being developed.
These are:
Safe Walk to School - This is to be developed by DUR and the Consultant with
collaboration from the National Road Safety Commission
ICT for Girls Schools benefitting from the project are to receive computers and
other equipment for the training of girls and boys.
Construction of Pokuase and Anyaa Markets
Page 11 of 114
Construction of Pokuase Bus Terminal (This aspect is awaiting the release of land
by the Ga West Municipal Assembly)
Gender Empowerment - this aspect targets business development through
Management and ICT training and Microfinance for market women
Gender empowerment aspect of the project aims at strengthening womens businesses

through their associations. So far, four associations have been identified as having strong
womens participation. These are the:
Ghana National Tailors and Dressmakers Association-Amasaman Zone

National Association of Hairdressers and Beauticians-Amasaman Branch
Amasaman Market
Anyaa Market
The expressed needs of these groups include:
Equipment for members

Finance to expand businesses
Periodic Technical and Managerial training
These groups will be validated and more groups identified. A more comprehensive needs
assessment will be required to direct implementation.
In addition to these projects mentioned above, other community upgrading infrastructure

being developed under a sister project: Awoshi-Pokuase Road and Community Development
Project e.g schools listed in the table below, will receive further improvement from the
AUTP.
Page 12 of 114
Table 2: Overview of Community Upgrading Infrastructure

Lot Contract Name Location Contractor Commencement Progress as at June Intended
Date 2015 (%) Completion
Date
1.0 Drilling, Development and
Construction of 10 no. Boreholes Ga West Being Repackaged 25/09/2013
Construction of Ofankor Health Centre
2.1 in Ga West Municipal Area in the
Greater Accra Region Ga West Georgeland Vent. Ltd 19/03/2014 56%
Construction of Accident & Emergency
2.2 Centre and Male and Female Surgical
Block for Amasaman Health Centre in End of
the Greater Accra Region Ga West Viyahs Enterprise Ltd 19/03/2014 66% September
Asofan M/A Basic School Ga West Peddy Investment Ltd 19/03/2014 29 2015
3.1 Anyaa D/A Basic School Ga Central 10
Odorgonnor Model School Ga Central 66
St. Peters Anglican School Ga West Zamgali - Kpol - Bee Ltd 19/03/2014 49
3.2
Ofankor M/A Basic School Ga West 55
Pokuase A.M.E Zion Basic School Ga West Time Concept Ltd 19/03/2014 40
3.3 Pokuase Methodist Basic School Ga West 25
Amasaman M/A Basic School Ga West 27
Usman Bun Affan Basic School Ga West Kenco Ltd 19/03/2014 35
3.4 Ayawaso Quarry Basic School Ga West 30
Omanjor M/A Basic School Ga West 20
St. Justin Anglican Basic School Ga Central Abdelco Ltd 19/03/2014 47
3.5 New Gbawe M/A Basic School Ga South 25
Gbawe M/A Basic School Ga South 27
4.2 Anyaa Bus Terminal Ga Central Malin Investment 19/03/2014 50
Page 13 of 114
3.0 SOCIOECONOMIC SURVEY OF THE PROJECT

AREA
3.1 BACKGROUND OF THE MUNICIPALITIES AND COMMUNITIES WITHIN THE
PROJECT AREA
The site for the proposed projects falls under the jurisdiction of the Ga-West, Ga East and Ga
Central Municipal Assemblies and is bounded by seven main communities; Pokuase, Ayawaso
Amasaman, Amamorley, Ofankor, Anyaa and Kwabenya. Whereas Pokuase, Ayawaso
Amasaman, Amamorley, Ofankor are located in the Ga West Municipal Assembly, the
Kwabenya community falls under the Ga East Municipal Assembly and Anyaa under Ga Central
Municipal Assembly.
According to the 2010 Population and Housing Census District Analytical Report of the Ga
West municipality, the Ga West Municipal was established in 2008 by a Legislative Instrument
(L.I.) 1858 which demarcated the territorial boundaries of the Municipality. The Municipal was
taken out of the former Ga District which was created in 1988 in accordance with the
government decentralization and local government reform policy. In 2004, the Ga District was
divided into two Districts namely, Ga East and Ga West. By the year 2008, Ga West District had
been further divided into Ga West and Ga South Municipalities with Amasaman remaining the
capital for the newly created Ga West Municipal whilst Abokobi was designated as the district
capital for the Ga East Municipal.
The Ga West Municipality shares frontiers with the Ga East and the Accra Metropolitan Area to
the East, Akwapem South to the North, Ga South to the South and Ga Central to the North-West.
Meanwhile, the Ga East municipality is bordered on the east by the La Nkwantanang Municipal
Assembly, the south by Accra Metropolitan Assembly and the north by Nsawam Adoagyiri
District Assembly. The Ga West occupies a total land surface area of 299.578 square kilometres
while Ga East for its part has a total land area of 166 square kilometres.
The Ga Central Municipal Assembly was carved out of the then Ga South Municipal Assembly
in the Greater Accra Region and was established by Legislative instrument 2135 (2012) with the
capital at Sowutuom. It shares boundaries with Accra Metropolitan Assembly to the South, Ga
West to the East and North, and Ga South Assembly to the west. The Assembly covers a total
land area of about 48.997 square kilometers. There are about 52 communities in the municipality
with a high population concentration mainly along the urban and peri-urban areas of the
Municipality
Population Sizes of Project Municipalities
The total population of the three (3) municipalities was estimated to be six hundred and thirty
nine thousand, six hundred and thirty (639, 630) according to the 2010 Population and Housing
Census. Generally, females were estimated to be more than their male counterparts, comprising
three hundred and twenty six thousand, three hundred and twenty four females (326,324 or 51%)
and three hundred and thirteen thousand, three hundred and three males (313,306 or 49%).
Among all, Ga West had the highest population of two hundred and sixty two thousand, seven
Page 14 of 114
hundred and forty two (262,742) whilst Ga Central had the least population size of one hundred
and seventeen thousand, two hundred and twenty (117,220). Further details are set out in the
table below
Table 3 Population of Participating Assemblies
Municipal Male Female

Total
Freq % Freq %
Ga West 128,727 49 134,015 51 262,742
Ga East 127,258 49 132,410 51 259,668
Ga Central 57,321 49 59,899 51 117,220
Total 313,306 49 326,324 51 639,630
Source: GSS, 2010 PHC
3.2 BRIEF BACKGROUND OF THE PROJECT COMMUNITIES

Pokuase is a community situated within the Ga-West Municipality, and can be located along the
main Accra-Nsawam road. It is surrounded by communities such as Kwabenya, Dome,
Amasaman, Amamorley and Ayawaso. The total population of Pokuase is fourteen thousand,
two hundred and twenty-three (14,223); with the majority being women. However, Ofankor
formed the highest population in the Ga West Municipality with twenty four thousand, four
hundred and sixty-one with majority (50.4%) of them being females. The community with the
lowest population in Ga West, Amamorley had it estimated population of two thousand, nine
hundred and sixty-one (2,961). The Anyaa community in Ga Central constitutes the largest in
terms of population among all the communities with about forty seven thousand, nine hundred
and sixty-one persons of which majority (51.1%) were females. The table below shows the
population distribution of all the studied communities in the project catchment area.
Table 4: Population Size of the Studied Communities
Municipal Community Male Female Total

Freq % Freq %
Ga West Amasaman 1,659 50.2 1,646 49.8 3,305
Pokuase 7,142 50.2 7,081 49.8 14,223
Ayawaso 2,735 49.5 2,792 50.5 5,527
Amamorley 1,492 50.4 1,469 49.6 2,961
Ofankor 12,138 49.6 12,323 50.4 24,461
Ga Central Anyaa 23,469 48.9 24,492 51.1 47,961
Ga East Kwabenya 653 51 627 49 1,280
Source: GSS, 2010 PHC
The Ga West municipality has three major economic sectors consisting agriculture, industry and
commerce. The main agricultural activities include cassava cultivation, fishing and pineapple
production whilst commerce is mainly small/ medium scale trading. The industrial sector
Page 15 of 114
comprises various activities such as the production of mineral water, aluminium products as well
as mining and quarrying of large deposits of sandstone, clay and laterite materials carried out for
the construction industry. NGOs operating within the community include World Vision
International, WILDAF and The Ark Foundation. The main focus of these NGOs is to develop
the community through health awareness and youth and women empowerment.
There are four main economic activities in the Ga East municipality which are industry, service,
commerce and agriculture. The industry sector can boast of establishments such as the Guinness
Ghana Breweries Limited (ABC) and Phyto Riker (GIHOC) Pharmaceuticals at New Achimota;
Trasaacco Limited, Micheletti Company and Royal Aluminum Company around Pantang and
many others. The main agricultural activities include crop production and livestock production.
Among the wide range of vegetables produced are pepper, tomatoes, cabbage, okra and garden
eggs. Commerce in the municipality is mostly characterized by petty trading which involves the
sale of food stuffs, provisions, clothing etc.
The structure of the Ga Central municipal economy is predominantly service, followed by the
industrial and agricultural sectors. The service sector includes formal providers such as bankers,
insurance companies and real estate agencies; and informal sectors such as restaurants and
sellers of alcoholic products. The industrial sector mainly constitutes manufacturing, energy,
construction and mining. Whilst quarrying activities is done in the north-eastern part of the
municipality for export and for local construction works, construction is done especially in the
peri-urban and transitional zones with housing estate serving as the most dominant form of
construction in the area. The agriculture sector is practiced by those living in the rural areas with
crops such as cassava, maize, groundnuts, vegetables and cowpea as the main crops being
grown.
3.3 SOCIOECONOMIC PROFILE OF PERSONS LIKELY TO BE AFFECTED WITHIN

THE PROPOSED PROJECT SITE
3.3.1 COMMUNITIES STUDIED
All PAPs captured were within the Ga West Municipal Assembly and were located in
communities ranging from Pokuase to Ofankor North. Apart from a total of three hundred and
twenty-three (323) PAPs whose details were captured, there were forty-one (41) taxi drivers and
forty (40) water tanker drivers at the project location. More than half (55.4%) of the affected
persons were situated near the 10km community roads earmarked for upgrading while the rest
(44.6%) were in the vicinity of the Pokuase Interchange. The largest proportion (32.5%) of PAPs
were located in Pokuase, followed by 14.2 percent in Ayawaso, 5 percent in Ofankor North, 2.5
percent in Amasaman and 1.2 percent in Amamorley. The data is presented in the table below.
Table 5: Communities Studied
Page 16 of 114
Project Name Name of Male Female Total

community Freq % Freq % Freq %
10 KM Roads Pokuase 49 15.2 56 17.3 105 32.5
Upgrade Amamorley 2 0.6 2 0.6 4 1.2
Amasaman 5 1.5 3 0.9 8 2.5
Ayawaso 24 7.4 22 6.8 46 14.2
Ofankor 7 2.2 9 2.8 16 5.0
North
10 KM Roads Upgrade Total 87 26.9 92 28.5 179 55.4
Pokuase Pokuase 71 22.0 73 22.6 144 44.6
Interchange
Grand Total 158 48.9 165 51.1 323 100
Figure 5: A one on one interview with a Figure 6: A PAP with a board displaying her
PAP name and location
3.3.2 Name of Road / Section Considered for the Project

As regards particular section of road likely to be affected by the project within the 10km roads
upgrade, the largest proportion (21.1%) of PAPs were located on White House Link towards
Ofankor North road followed by 11.1 percent on the Ayawaso - Amarmoley Road, 8.4 percent
on the Pokuase Newtown Link Route, 7.1 percent on the Pokuase - Amasaman Old Road, 4
percent on the ACP Estates Link Road, 2.5 percent on the Ayawaso Loop and 1.2 percent on the
Pokuase GHS Housing Link. On the Pokuase exchange, 35.6 percent of PAPs were to be found
at the ACP Junction with just 9 percent located on the Pokuase ACP Junction towards Ayawaso
section. All the data is presented in the table below.
Table 6: Name of Road / Section Considered for the Project
Page 17 of 114
Project Name of Road/Section Male Female Total

Category Freq % Freq % Freq %
10 KM Roads ACP Estates Link road 3 0.9 10 3.1 13 4.0
Upgrade Ayawaso - Amarmoley Road 17 5.3 19 5.9 36 11.1
Ayawaso Loop 4 1.2 4 1.2 8 2.5
Pokuase - Amasaman old road 11 3.4 12 3.7 23 7.1
Pokuase GHS Housing Link 4 1.2 0.0 4 1.2
Pokuase Newtown link routes 11 3.4 16 5.0 27 8.4
White House Link towards 37 11.5 31 9.6 68 21.1
Ofankor North
Pokuase ACP Junction 61 18.9 54 16.7 115 35.6
Interchange Pokuase ACP Junction towards 10 3.1 19 5.9 29 9.0
Ayawaso
Pokuase Interchange Total 71 22.0 73 22.6 144 44.6
Grand Total 158 48.9 165 51.1 323 100
3.3.3 SIDE OF ROAD PAPS ARE LOCATED ON
On the ACP Estates Link road, there were more PAPs on the right hand side of the road than the
left hand side whereas ACP Junction had more PAPs on the left hand side than on the right hand
side. A larger proportion of PAPs were on the left hand side of the Ayawaso - Amarmoley Road
than on the right hand side with about 0.3 percent having assets that are located on both sides of
the road. On the Ayawaso Loop PAPs were evenly distributed on both sides of the road. On the
Pokuase - Amasaman Old Road, there were more PAPs on the left hand side than on the right
hand side. More PAPs were to be found on the left hand side of the Pokuase ACP Junction
towards Ayawaso road than on the left hand side similar to the Pokuase GHS Housing Link. In
the case of the Pokuase Newtown link route, more PAPs are to be found on the left hand side
than on the right hand side similar to the White House Link towards Ofankor North Road. All
the details are presented in the table below.
Table 7: Side of Road PAPs are Located On
Name of Male Female Total

Side Of Road
Road Freq % Freq % Freq %
ACP Estates Left Hand Side 1 0.3 3 0.9 4 1.2
Link road Right Hand Side 2 0.6 7 2.2 9 2.8
ACP Estates Link road Total 3 0.9 10 3.1 13 4
ACP Left Hand Side 37 11.5 31 9.6 68 21.1
Junction Right Hand Side 24 7.4 23 7.1 47 14.6
ACP Junction Total 61 18.9 54 16.7 115 35.6
Ayawaso - Left Hand Side 9 2.8 13 4 22 6.8
Amarmoley Right Hand Side 8 2.5 5 1.5 13 4
Road Right/Left Hand side 1 0.3 1 0.3
Page 18 of 114
Ayawaso - Amarmoley Road Total 17 5.3 19 5.9 36 11.1

Ayawaso Left Hand Side 2 0.6 2 0.6 4 1.2
Loop Right Hand Side 2 0.6 2 0.6 4 1.2
Ayawaso Loop Total 4 1.2 4 1.2 8 2.5
Pokuase -
Left Hand Side 11 3.4 10 3.1 21 6.5
Amasaman
old road Right Hand Side 2 0.6 2 0.6
Pokuase - Amasaman old road Total 11 3.4 12 3.7 23 7.1
Pokuase
ACP Left Hand Side 8 2.5 17 5.3 25 7.7
Junction
towards
Right Hand Side 2 0.6 2 0.6 4 1.2
Ayawaso
Pokuase ACP Junction towards Ayawaso
10 3.1 19 5.9 29 9
Total
Pokuase Left Hand Side 3 0.9 3 0.9
GHS
Housing Right Hand Side 1 0.3 1 0.3
Link
Pokuase GHS Housing Link Total 4 1.2 4 1.2
Pokuase Left Hand Side 8 2.5 11 3.4 19 5.9
Newtown
Right Hand Side 3 0.9 5 1.5 8 2.5
link routes
Pokuase Newtown Link Routes Total 11 3.4 16 5 27 8.4
White House Left Hand Side 21 6.5 20 6.2 41 12.7
Link Right Hand Side 15 4.6 11 3.4 26 8
towards
Right Hand Side & Left Hand
Ofankor 1 0.3 1 0.3
Side
North
White House Link towards Ofankor North
37 11.5 31 9.6 68 21.1
Total
Grand Total 158 48.9 165 51.1 323 100
3.3.4 AGE AND SEX OF PAPS
Slightly more than half (51.1%) of all respondents were between the ages of 20 and 40 years
while 38.7 percent was also aged 41 60 years. 61 -70 year olds constituted 5.3 percent while
those above 70 years were 2.8 percent and 15-20 year olds were 0.3 percent. Respondents who
did not answer the question comprised 1.9 percent of the total as depicted in the figure below.
Page 19 of 114
Age and Sex of PAPs
18 17.0
16 14.9
14 13.0
12.1
Percentage of PAPs
11.5
12
10 9.0
8 6.5
5.9
6 Male
4 3.1 Female
2.2 1.9
0.9 1.2
2 0.3 0.6
0
Age of PAPs
Figure 7: Age and Sex of PAPs
3.3.5 HIGHEST EDUCATIONAL LEVEL OF PAPS
The largest proportion of PAPs had Junior High School/Middle School Leaving Certificate
(JHS/MSLC) level as their highest educational level followed by 18.9 percent With Senior High
School/Secondary School (SHS/Sec). Those who had primary school education made up 9.9
percent; technical/vocational/commercial (tech/voc/com) constituted 7.4 percent whilst
university graduates made up 5 percent, polytechnic graduates comprised 1.5 percent, Koranic
school graduates represented 0.6 percent and graduates of training college made up 0.3 percent.
Those with no education at all constituted 6.5 percent whilst 1.9 percent gave no response to the
question. The data is depicted in figure below.
Page 20 of 114
Highest Educational Level of PAPs
50.0
45.0
40.0
Percentage of PAPs
35.0
30.0
25.0
20.0
15.0 Female
10.0
Male
5.0
0.0
None Prima JHS/ SHS/S Tech/ Traini Polyt Unive Koran No
ry MSLC ec voc/c ng echni rsity ic respo
om Colleg c Schoo nse
e l
Female 5.0 6.8 25.1 8.4 3.4 1.2 0.3 0.9
Male 1.5 3.1 22.9 10.5 4.0 0.3 1.5 3.7 0.3 0.9
Educational Level
Figure 8: Highest Educational Level of PAPs
3.3.6 NATIONALITY AND ETHNICITY OF PAPS
In terms of nationality, the bulk (99.1%) of the PAPs interviewed were Ghanaian, although two
respondents were identified as Nigerian and one person did not respond to the question. The
Ghanaian PAPs captured were of various ethnic groupings represented in Ghana. More than half
(60.6%) made up of 26.9 percent males and 33.8 percent females were Akans, followed by
Ewes (20.3%) of whom there were 9.4 percent males and 10.9 percent females. A further 11.9
percent represented Ga/Adangmes (7.8% males and 4.1% females). The Dagombas formed 2.5
percent whilst the Gonja was 1.9 percent, Dagaabas were 1.6 percent and the Frafra was 1.3
percent. The data on ethnicity is presented in the table below.
Page 21 of 114
Table 8: Ethnicity of PAPs

Ethnicity Male Female Total
Freq % Freq % Freq %
Akan 86 26.9 108 33.8 194 60.6
Ga/Adangme 25 7.8 13 4.1 38 11.9
Ewe 30 9.4 35 10.9 65 20.3
Dagomba 5 1.6 3 0.9 8 2.5
Dagaaba 3 0.9 2 0.6 5 1.6
Frafra 3 0.9 1 0.3 4 1.3
Gonja 4 1.3 2 0.6 6 1.9
Total 156 48.8 164 51.3 320 100
3.3.7 RELIGIOUS AFFILIATION OF PAPS
Majority (92.3%) of the PAPs was Christian with 6.2 percent being Moslem and 0.9 percent
being Traditionalists and 0.6 not disclosing their religious affiliation as depicted in the figure
below.
Religious Affiliation of PAPs
No response Traditional
1% 1%
Moslem
6%
Christian
92%
Figure 9: Religious Affiliation of PAPs
3.3.8 MARITAL STATUS OF PAPS
Majority (72.1%) of PAPs, comprising 35.9 percent males and 36.2 percent females, were
married. PAPs that were single constituted 13.9 percent (9% males and 5% females). This was
followed by PAPs who were divorced constituted 4 percent those who lived in consensual union
Page 22 of 114
who made up 3.7 percent. While 3.1 percent were widowed those who were separated made up
2.5 percent as displayed in the table below.
Table 9: Marital Status of PAPs

Marital Status Male Female Total
Married 116 35.9 117 36.2 233 72.1
Single 29 9.0 16 5.0 45 13.9
Separated 2 0.6 6 1.9 8 2.5
Widow/er 10 3.1 10 3.1
Divorced 3 0.9 10 3.1 13 4.0
Consensual 6 1.9 6 1.9 12 3.7
Union
No response 2 0.6 2 0.6
Total 158 48.9 165 51.1 323 100
3.3.9 HOUSEHOLD SIZES OF PAPS
A little less than half (49.2%) of the PAPs had household sizes ranging from 4 6 persons, this
was followed by the 7 9 person range comprising 20.4 percent (10.5% males and 9.9%
females). About 17.3 percent of the PAPs had household sizes within the 1 -3 persons range. A
further 5.9 percent had a household size of 10 - 12 members, 1.5 percent had 13 - 15 and 5.3
percent gave no response as presented in the table below.
Table 10: PAPs Household Size
Household Male Female Total

Size Freq % Freq % Freq %
1-3 25 7.7 31 9.6 56 17.3
4-6 79 24.5 80 24.8 159 49.2
7-9 34 10.5 32 9.9 66 20.4
10 - 12 10 3.1 9 2.8 19 5.9
13 - 15 3 0.9 2 0.6 5 1.5
16 + 1 0.3 1 0.3
No response 7 2.2 10 3.1 17 5.3
Total 158 48.9 165 51.1 323 100
3.3.10 STATUS OF PAPS VIS--VIS THE PROPOSED PROJECT SITE
The table below reveals that more than half of the PAPs (55.4%), made up of 26.9 percent males
and 28.5 percent females were going to be affected the upgrading of community roads. worked
around the proposed project sites whilst 44.6 percent were going to be affected by the
interchange at Pokuase. About 28.5 percent of the PAPs (11.1% males and 17.3% females)
Page 23 of 114
worked only at the current location whilst 15.2 percent lived there only. A further 6.2 percent
females and 4.3 percent males worked as well as live there whilst 0.9 only owned property at the
location and 0.3 rented out property there. In the area earmarked for the proposed interchange,
PAPs comprised 44.6 percent of the total: 34.1 percent only worked there, 7.1 percent lived there
only whilst 3.4 percent lived and worked there at the same time.
Table 11: PAPs Status vis--vis the Proposed Roads/Interchange
Project Category Status Male Female Total

10 KM Roads Upgrade Live here 35 10.8 14 4.3 49 15.2
Work Here 36 11.1 56 17.3 92 28.5
Live and Work here 14 4.3 20 6.2 34 10.5
Owns Property here (not 1 0.3 2 0.6 3 0.9
in use)
Rent out property 1 0.3 0.0 1 0.3
Pokuase Interchange Live here 14 4.3 9 2.8 23 7.1
Work Here 50 15.5 60 18.6 110 34.1
Live and Work here 7 2.2 4 1.2 11 3.4
Pokuase Interchange 71 22.0 73 22.6 144 44.6
Total
Grand Total 158 48.9 165 51.1 323 100
3.3. 11 LENGTH OF STAY ON THE CORRIDOR
The largest proportion (26.5%) of PAPs had been in the project corridor for 11 -15 years while
25.6 percent had been there for 6 10 years and 16.2 percent had been there for 1 -5 years.
Aside from 11.1 percent who had been in the corridor for 16 20 years, 2.6 percent each had
been in the corridor for 21 25, 26 30 and 40+ years respectively.
Table 12: Length of Stay on the Corridor
Length Of Stay Male Female Total

Below 1 yr 2 1.7 2 1.7
1 - 5 yrs 8 6.8 11 9.4 19 16.2
6 - 10 yrs 18 15.4 12 10.3 30 25.6
11 - 15 yrs 21 17.9 10 8.5 31 26.5
16 - 20 yrs 8 6.8 5 4.3 13 11.1
21 - 25 yrs 2 1.7 1 0.9 3 2.6
26 - 30 yrs 2 1.7 1 0.9 3 2.6
40 + yrs 2 1.7 1 0.9 3 2.6
Page 24 of 114
Cant tell 0.0 1 0.9 1 0.9

No Response 9 7.7 3 2.6 12 10.3
Total 70 59.8 47 40.2 117 100
3.3. 12 KIND OF WORK/ACTIVITY BEING CARRIED OUT IN THE CORRIDOR
The various activities being carried out in the corridor included trading, which was by far the
vast majority (75.7%), artisanship (19.8%), services (2.4%) and other (2%). The artisanal
activities included aluminum fabrication, auto mechanics, barbering, block making and
carpentry, among others. The trading involved activities such as catering/ selling of food,
trading-medium ( 20ft container, one room store), trader-small (lotto kiosk, kiosk), large trading
(40ft container, 2 room store, wooden structure). The services offered included church, cobbling,
corn mill operations, manicuring and pedicuring. Other activities included crop farming,
livestock faming, herbalist and large company/ formal business.
Table 13: Kind of Work/Activity Being Carried Out In the Corridor
Activity Detailed Activity Male Female Total

Artisan Aluminum Fabricator 5 2.0 5 2.0
Auto Mechanic 6 2.4 6 2.4
Barber 3 1.2 3 1.2
Block factory 1 0.4 1 0.4
Carpentry 1 0.4 1 0.4
Hairdresser 1 0.4 13 5.3 14 5.7
Mason 1 0.4 1 0.4 2 0.8
Tailor / Seamstress 3 1.2 4 1.6 7 2.8
Welder 5 2.0 0.0 5 2.0
Artisan Total 26 10.5 18 7.3 44 17.8
Trading Caterer/Food seller 1 0.4 8 3.2 9 3.6
Car dealer 3 1.2 0.0 3 1.2
Trader-medium ( 20ft container, one 41 16.6 62 25.1 103 41.7
room store)
Trader-small(lotto kiosk, kiosk) 19 7.7 40 16.2 59 23.9
Large trader (40ft container, 2 room 5 2.0 11 4.5 16 6.5
store, wooden structure)
Trading Total 69 27.9 121 49.0 190 76.9
Service Church 3 1.2 3 1.2
Repair Motorbike/Bicycle 2 0.8 2 0.8
Cobbler 1 0.4 1 0.4
Corn mill Operator 1 0.4 1 0.4
Manicure, Pedicure 0.0 1 0.4 1 0.4
Page 25 of 114
Service Total 7 2.8 1 0.4 8 3.2

Other Farmer 2 0.8 2 0.8
Livestock famer 1 0.4 1 0.4
Herbalist 1 0.4 1 0.4
Large company/ formal business 1 0.4 1 0.4
Other Total 5 2.0 5 2.0
Grand Total 107 43.3 140 56.7 247 100
3.3.13 LENGTH OF TIME FOR WHICH PAPS HAD WORKED ON THE CORRIDOR
The largest proportion (46.2%) of PAPs had worked in the corridor for 1 5 years whilst 22.3
percent had worked there for 6 - 10 years and 13.4 percent had worked there for less than 1 year.
Those who had worked in the corridor for 11 25 years made up 12.9 percent. Only 0.4 percent
had worked there for 40+ years which indicates that the vast majority (81.9%) of PAPs has been
in the corridor for 10 years or less. More details are presented in the table below.
Table 14: Length of Time for Which PAPs Had Worked On the Corridor
Years Male Female Total
Below 1 14 5.7 19 7.7 33 13.4
1-5 48 19.4 66 26.7 114 46.2
6 - 10 23 9.3 32 13.0 55 22.3
11 - 15 9 3.6 15 6.1 24 9.7
16 - 20 3 1.2 2 0.8 5 2.0
21 - 25 3 1.2 3 1.2
40 + 1 0.4 1 0.4
No Response 7 2.8 5 2.0 12 4.9
Total 107 43.3 140 56.7 247 100
3.4 STRUCTURES
3.4.1 TYPES OF STRUCTURES LIKELY TO BE AFFECTED
The largest proportion (27%) of structures likely to be affected were single storey sandcrete
structures; this was followed by 17.6 percent which were 20ft containers and 8.1 percent that
were 10 foot containers. Others were a single storey sandcrete structure with either a container
(20ft), shed or wooden structure and a multi-storey sandcrete structure or container (40ft). The
rest were containers (40ft, 10ft), some with sheds, containers (14x14ft), fence walls, kiosks up to
(10*12ft), wooden structures with sheds, uncompleted sandcrete structures and septic tanks.
More details are given in table 15 below.
Page 26 of 114
Table 15: Types of Structures Likely To Be Affected
Type of Structure Male Female Total

Sandcrete Structure single storey 42 13.7 41 13.4 83 27.0
Sandcrete structure single storey + 1 0.3 1 0.3
Container(20ft)
Sandcrete Structure single storey + 2 0.7 2 0.7
Shed
Sandcrete Structure single storey + 4 1.3 1 0.3 5 1.6
Wooden structure
Sandcrete Structure multi-storey 4 1.3 5 1.6 9 2.9
Container (40ft) 8 2.6 7 2.3 15 4.9
Container 10ft 9 2.9 16 5.2 25 8.1
Container 20ft 20 6.5 34 11.1 54 17.6
Container 10ft + shed 2 0.7 2 0.7
Container 20ft + shed 4 1.3 4 1.3
Container (14x14ft) 1 0.3 1 0.3
Fence wall 9 2.9 2 0.7 11 3.6
Fenced wall and septic tanks 1 0.3 1 0.3 2 0.7
Kiosk up to (10*12ft) 13 4.2 9 2.9 22 7.2
Kiosk up to (10*12ft) + Container 1 0.3 1 0.3
(10ft)
Kiosk up to (10*12ft) + Shed 1 0.3 1 0.3
Kiosk up to (4x8ft) 1 0.3 1 0.3
Shed 11 3.6 30 9.8 41 13.4
Sandcrete Structure Uncompleted 1 0.3 1 0.3
Wooden Structure 13 4.2 8 2.6 21 6.8
Wooden structure + Shed 2 0.7 3 1.0 5 1.6
Total 143 46.6 164 53.4 307 100
3.4.2 USE OF STRUCTURE
The structures were put to various uses and the most frequent use was as a shop representing
67.4 percent of the total. This was followed by 16.3 percent of the structures which were used as
residence and 6.5 percent used as shop/residence. Other uses included multi use
(residence/shop/block factory), multi-use (shop/residence), office, fencing, garage and church
service. About 1.3 percent of structures were not in use. More details are given in the table
below.
Page 27 of 114
Table 16: Use of Structure
Use of structure Male Female Total

Residence 31 10.1 19 6.2 50 16.3
Shop 83 27.0 124 40.4 207 67.4
Office 6 2.0 6 2.0
Multi use(office/residence) 4 1.3 4 1.3
Multi use(shop/residence) 6 2.0 14 4.6 20 6.5
Multi use(shops/offices) 2 0.7 2 0.7
Multi use (Residence/shop/block 1 0.3 1 0.3
factory)
Fencing 9 2.9 1 0.3 10 3.3
Garage 1 0.3 1 0.3
Not in use 1 0.3 3 1.0 4 1.3
Church Service 2 0.7 2 0.7
Total 143 46.6 164 53.4 307 100
3.4.3 OWNERSHIP OF STRUCTURE
Most (85.3%) of the PAPs were owners of the structures they were operating from 9.4 percent
were renting from a Landlord/lady whilst 4.9 percent were using family property and 0.3 percent
owned their structure through partnership. The data is depicted in the figure below.
Ownership of Structure
90.0
80.0
Percentage of PAPs
70.0
46.3
60.0
50.0
40.0
30.0 Female
20.0 39.1 4.6 2.6
Male
10.0
4.9 2.3 0.3
0.0
Ownership Type
Figure 10: Ownership of Structure
Page 28 of 114
3.4.4 AVAILABLE FACILITIES IN THE STRUCTURE
The most common facility available in the structures was electricity which 54.4 percent of
structures had. PAPs who had boreholes, water tanks, pipe borne water and a well in addition to
electricity comprised 3.4 percent while 0.7 percent had a land line telephone. The percentage of
structures without any facility was 41.4 percent whilst 0.3 percent gave no response to the
question. More details are given in the table below.
Table 17: Available Facilities in the Structure

Facilities Male Female Total
Electricity 84 27.4 83 27.0 167 54.4
Electricity + Borehole 2 0.7 2 0.7
Electricity + Water tank 1 0.3 1 0.3 2 0.7
Pipe borne water and 3 1.0 3 1.0
Electricity
Telephone land line 1 0.3 1 0.3 2 0.7
Well and Electricity 2 0.7 1 0.3 3 1.0
No Response 1 0.3 1 0.3
None 50 16.3 77 25.1 127 41.4
Total 143 46.6 164 53.4 307 100
3.5 NUMBER OF BUSINESSES OWNED BY PAPS IN THE CORRIDOR

As regards the number of businesses each PAP owned in the corridor, the vast majority (89.5%)
owned just one. Those who owned two businesses comprised 7.7 whilst the rest owned three
(1.6%), four (0.8%) and five (0.4%) as detailed in the table below.
Table 18: Number of Businesses Owned by PAPs in the Corridor

Number Male Female Total
1 94 38.1 127 51.4 221 89.5
2 10 4.0 9 3.6 19 7.7
3 3 1.2 1 0.4 4 1.6
4 2 0.8 2 0.8
5 1 0.4 1 0.4
Total 107 43.3 140 56.7 247 100
Page 29 of 114
3.6 BUSINESS DETAILS
3.6.1 NUMBER OF GOOD BUSINESS DAYS (FOR SMALL BUSINESSES)
Small business owners were asked about how many good business days they enjoyed in a week
to help ascertain the turnover of the businesses. The largest proportion of PAPs had three good
business days in a week, while 21.1 percent had two, 9.3 percent had five, 8.1 percent had four
and 7.7 percent had only one good business day in the week. More details are given in table
below.
Table 19: Number of Good Business Days (for Small Businesses)
Male Female Total

Number
1 Day 10 4.0 9 3.6 19 7.7
2 Days 16 6.5 36 14.6 52 21.1
3 Days 29 11.7 37 15.0 66 26.7
4 Days 8 3.2 12 4.9 20 8.1
5 Days 7 2.8 16 6.5 23 9.3
6 Days 16 6.5 15 6.1 31 12.6
7 days 3 1.2 5 2.0 8 3.2
Seasonal 2 0.8 0.0 2 0.8
Don't Know 2 0.8 4 1.6 6 2.4
No Response 14 5.7 6 2.4 20 8.1
Total 107 43.3 140 56.7 247 100
3.6.2 AVERAGE TURNOVER ON A GOOD DAY
The data indicates that the businesses likely to be affected are generally micro in that 46.2
percent get amounts ranging from less than GH 100 200 on a good day. While 9.3 percent
each got GH 201 300 and 301 400 respectively, 8.9 percent made an average turnover of
GH 401 700. Some 6.8 percent of respondents had a turnover of GH 701 1000 on a good
day while those who got GH 1000+ were 10.1 percent. While 6.9 percent did not respond to
the question, 2.4 percent did not know their turnover on a good day.
Table 20: Average Turnover on a Good Day
Amount Male Female Total

(GHC) Freq % Freq % Freq %
Below 100 13 5.3 39 15.8 52 21.1
101-200 16 6.5 46 18.6 62 25.1
201-300 11 4.5 12 4.9 23 9.3
301-400 10 4.0 13 5.3 23 9.3
Page 30 of 114
401-500 1 0.4 6 2.4 7 2.8

501-600 8 3.2 5 2.0 13 5.3
601-700 1 0.4 1 0.4 2 0.8
701-800 3 1.2 3 1.2 6 2.4
801-900 1 0.4 0.0 1 0.4
901-1000 7 2.8 3 1.2 10 4.0
Above 1000 19 7.7 6 2.4 25 10.1
Don't Know 4 1.6 2 0.8 6 2.4
No Response 13 5.3 4 1.6 17 6.9
Total 107 43.3 140 56.7 247 100.0
3.6.3 AVERAGE TURNOVER ON A BAD DAY
Whilst slightly more than half of respondents had an average turnover of less than GH 30
120 on a bad day, 13.3 percent had GH 121 210 and 7.3 percent got GH 211 300 on a bad
day. Respondents who made more than GH 300 on a bad day comprised 14.6 percent. Those
who did not respond to the question comprised 7.3 and those who did not know their turnover on
a bad day were just 2 percent. More details are given in table below.
Table 21: Average Turnover on a Bad Day

None 3 1.2 2 0.8 5 2.0
Below 30 12 4.9 25 10.1 37 15.0
30-60 21 8.5 35 14.2 56 22.7
61-90 5 2.0 11 4.5 16 6.5
91-120 10 4.0 13 5.3 23 9.3
121-150 5 2.0 16 6.5 21 8.5
151-180 1 0.4 1 0.4 2 0.8
181-210 6 2.4 4 1.6 10 4.0
211-240 0.0 1 0.4 1 0.4
241-270 1 0.4 4 1.6 5 2.0
271-300 4 1.6 8 3.2 12 4.9
Above 300 23 9.3 13 5.3 36 14.6
Don't Know 3 1.2 2 0.8 5 2.0
No Response 13 5.3 5 2.0 18 7.3
Total 107 43.3 140 56.7 247 100
Page 31 of 114
3.6.4 AVERAGE DAILY PROFIT
Similar to the turnovers, the profits that respondents made were quite low as the data shows.
Slightly less than half (49.4%) of respondents made profits of less than GH 30 - 60 while 17.8
percent. More details are given in table 22 below.
Table 22: Average Daily Profit

Amount (GHC) Male Female Total
Below 30 13 5.3 41 16.6 54 21.9
30-60 23 9.3 45 18.2 68 27.5
61-90 5 2.0 7 2.8 12 4.9
91-120 10 4.0 13 5.3 23 9.3
121-150 5 2.0 4 1.6 9 3.6
181-210 8 3.2 6 2.4 14 5.7
241-270 1 0.4 3 1.2 4 1.6
271-300 0.0 2 0.8 2 0.8
Above 300 19 7.7 3 1.2 22 8.9
Don't Know 7 2.8 9 3.6 16 6.5
No Response 16 6.5 7 2.8 23 9.3
Total 107 43.3 140 56.7 247 100
3.7 BUSINESS CHARACTERISTICS OF LARGE BUSINESS OPERATORS
3.7.1 COMPANY'S AVERAGE TURNOVER (FOR BIG BUSINESSES)
Data collected indicates that, a total of seven (7) male PAPs owned and operated large scale
companies. Of these business owners, 42.9 percent recorded an average turnover of more than
GH 10,000 whilst 14.3 percent each had between GH1001 2000, GH2001 3000,
GH3001 GH4000 and GH7001 GH8000 respectively. The data is presented in the table
below.
Table 23: Company's Average Turnover (for Big Businesses)
Amount (Ghc) Male

Freq %
1001-2000 1 14.3
2001-3000 1 14.3
3001-4000 1 14.3
7001-8000 1 14.3
Above 10000 3 42.9
Total 7 100
Page 32 of 114
3.7.2 COMPANY'S AVERAGE PROFIT
Large scale business operators who had an average monthly profit of more than GH 3000
comprised 42.9 percent while 28.6 percent of the remaining respondents had between GH601
GH900 and 14.3 percent each had GH901 GH1200 and 2401 - 2700 respectively. The data
is presented in the table below.
Table 24: Company's Average Profit
Male
Amount (GHC)
Freq %
601-900 2 28.6
901-1200 1 14.3
2401-2700 1 14.3
Above 3000 3 42.9
Total 7 100
3.7.3 NUMBER OF EMPLOYEES
A vast majority (94.3%) comprising of 38.5 percent males and 55.9 percent females had no
employees at all. Two percent had one (1) employee, 1.2 percent had two (2) employees whilst
0.8 percent each had three (3) and eight (8) respectively. A further 0.4 percent each had five (5)
and eight (8) respectively. The data is presented in the table below.
Table 25: Number of Employees

None 95 38.5 138 55.9 233 94.3
1 3 1.2 2 0.8 5 2.0
2 3 1.2 3 1.2
3 2 0.8 2 0.8
5 1 0.4 1 0.4
8 2 0.8 2 0.8
35 1 0.4 1 0.4
Total 107 43.3 140 56.7 247 100
3.7.4 NUMBER OF APPRENTICES
It was also noted that majority (96.8) of respondents had no apprentices while 1.2 percent had
one apprentice while 0.8 percent each had two (2) apprentices respectively and 0.4 percent had
three (3) apprentices.
Page 33 of 114
Table 26: Number of Apprentices

None 100 40.5 139 56.3 239 96.8
1 2 0.8 1 0.4 3 1.2
2 2 0.8 2 0.8
3 1 0.4 1 0.4
15 2 0.8 2 0.8
Total 107 43.3 140 56.7 247 100
3.7.5 BUSINESS EXPENDITURE
Amongst business with electricity, majority 60.6 percent (27.5% male and 33.1% female) paid
below GH 100 for electricity every month; a further 24.6 percent (14.1% males and 4.2%
females) spend between GH100 - GH200 on electricity; 2.8 percent spent between GH201-
GH300 whilst 2.1 percent spent between GH301 400. About 6.3 percent of the PAPs who
had electricity in their facility did not respond to the question and 2.1 percent could not tell
exactly how much they spent on electricity. Respondents who spent GH401-500 and GH 701-
800 respectively constituted 0.7 percent each. The data is presented in the table below.
Table 27: Monthly Expenditure on Electricity

Amount (GHC) Male Female Total
Below 100 39 27.5 47 33.1 86 60.6
100 - 200 20 14.1 15 10.6 35 24.6
201 - 300 2 1.4 2 1.4 4 2.8
301 - 400 2 1.4 1 0.7 3 2.1
401 - 500 1 0.7 0.0 1 0.7
701 - 800 1 0.7 0.0 1 0.7
Don't know 2 1.4 1 0.7 3 2.1
No response 5 3.5 4 2.8 9 6.3
Total 72 50.7 70 49.3 142 100
3.7.6 MONTHLY EXPENDITURE ON WATER
Majority (69.2%) of respondents (26.9% male and 42.3 % female) spent less than GH100 on
water for business purposes, a further 14.6 percent spend between GH100 - GH 200 whilst 4.6
percent spent between GH201 300. While 1.5 percent spent GH401 GH500, 0.8 percent
each spent GH301-400, GH701-800 and GH901-1000. The data is presented in the table
below.
Page 34 of 114
Table 28: Monthly Expenditure on Water

Below 100 35 26.9 55 42.3 90 69.2
100 - 200 9 6.9 10 7.7 19 14.6
201 - 300 4 3.1 2 1.5 6 4.6
301 - 400 1 0.8 1 0.8
401 - 500 1 0.8 1 0.8 2 1.5
701 - 800 1 0.8 1 0.8
901- 1000 1 0.8 1 0.8
don't know 1 0.8 1 0.8
No response 4 3.1 5 3.8 9 6.9
Total 53 40.8 77 59.2 130 100
3.7.7 MONTHLY EXPENDITURE ON TRANSPORTATION
About 39.3 percent (16.1% males and 23.2% females) lived within a walking distance of their
businesses and thus spent nothing on transportation while 9.8 percent spend between GH91 -
GH120 on transportation to work within a month. Three groups of PAPs made up of 8.6
percent each spend between GH31 - GH60, GH61- GH90 and GH121 - GH150
respectively. Another 7.1percent spent above GH300 monthly on transportation whilst 4.5
percent spends between GH151 - GH 180. An additional 3.6 percent each spend between
GH181 - GH210 and GH271 - GH300 on transportation for a month as well as 2.7 percent
each spending below GH30 and between GH211 - GH240 on transportation monthly. The
data is presented in the table below.
Table 29: Monthly Expenditure on Transportation

Below 30 4 2.9 11 8.1 15 11.0
30 - 60 12 8.8 8 5.9 20 14.7
61 - 90 6 4.4 11 8.1 17 12.5
91 - 120 10 7.4 14 10.3 24 17.6
121 - 150 7 5.1 6 4.4 13 9.6
151 - 180 3 2.2 4 2.9 7 5.1
181 - 210 0.0 5 3.7 5 3.7
211 - 240 1 0.7 2 1.5 3 2.2
271 - 300 5 3.7 6 4.4 11 8.1
Above 300 14 10.3 7 5.1 21 15.4
Total 62 45.6 74 54.4 136 100
Page 35 of 114
3.8 AFFECTED PERSONS ON BARE LAND (WITHOUT STRUCTURE) OR

FARMLAND
Some of the affected persons were undertaking activities either on bare land or on farmland.
These included auto mechanics, car dealers, horticulture and the frontage of some houses.
3.8.1 SPECIFIC CATEGORY OF LAND AFFECTED AND RESPONDENTS MODE OF OCCUPYING

THE AFFECTED LAND
The majority (87%) of PAPs who were not operating from structures worked on bare land while
8.7 percent worked on farmland and 4.3 percent were using the land for horticulture. Majority of
respondents who were working on bare land indicated that they had purchased the land outright
whilst 17.4 percent were on family land and 13 percent were using the land as a gift to be used
for a short period.
3.8.2 DETAILS OF BARE LAND USE
Among the two (2) PAPs whose farmland is likely to be affected were a 51 year old male who
had cultivated plantain on about quarter of an acre plot of land for home consumption whilst the
other (30 years old) had cultivated maize and cassava on an acre of land. According to the latter,
the average turnover for both the cassava and the maize amounted to GH 300.00 per month
with an average of GH 100 as his profit. Another male respondent also practiced horticulture
and exhibited plants such as royal palm, Togo Palm and Visial palm.
3.9 PRIOR KNOWLEDGE ABOUT THE PROJECT

More than half (55.4%) of the respondents had heard nothing about the proposed projects whilst
22.9 percent indicated that they had heard that there would be a road development project. While
15.8 percent had heard that an interchange was going to be constructed. 3.7 percent had heard
that their road was going to be upgraded. More details are given in table below.
Table 30: Prior Knowledge about the Project

Prior Knowledge about the project Male Female Total
Nothing 86 26.6 93 28.8 179 55.4
Heard the road is going to be upgraded 5 1.5 7 2.2 12 3.7
Heard nothing but seen people working on the 2 0.6 3 0.9 5 1.5
road
Heard there will be a construction of an 30 9.3 21 6.5 51 15.8
interchange there
Heard there would be a road development 34 10.5 40 12.4 74 22.9
project
No response 1 0.3 1 0.3 2 0.6
Total 158 48.9 165 51.1 323 100
Page 36 of 114
3.10 SOURCES OF INFORMATION ABOUT THE PROJECT

The sources of information for respondents were varied: the largest proportion (32.4%) of
respondents heard the information from the officials of urban roads, 24.6 percent got to know
from their friends and neighbours whilst 16.9 percent heard it from the information van. the rest
got to know from sources such as their traditional leaders/gong gong, customer, newspapers,
radio, TV and rumours. Other saw the pillars demarcating the right of way.
Table 31: Sources of Information about the Project

Source Male Female Total
Assembly members 4 2.8 4 2.8 8 5.6
Friends/neighbours 12 8.5 23 16.2 35 24.6
Urban road officials 25 17.6 21 14.8 46 32.4
Information van 14 9.9 10 7.0 24 16.9
Traditional leaders/gong 1 0.7 3 2.1 4 2.8
gong
customer 0.0 2 1.4 2 1.4
Newspapers 1 0.7 0.0 1 0.7
Radio 3 2.1 0.0 3 2.1
TV 1 0.7 0.0 1 0.7
Rumour 5 3.5 2 1.4 7 4.9
Saw the pillars 2 1.4 3 2.1 5 3.5
No response 3 2.1 3 2.1 6 4.2
Total 71 50.0 71 50.0 142 100
3.11 USUAL SOURCES OF GENERAL INFORMATION

Asked about what were their usual sources of information, 46.3 percent of respondents cited
radio, 18.2 percent mentioned their friends/neighbours, 15.1 percent indicated TV whilst 4.3 said
their assembly members. The rest of the sources were: billboards, information van, internet,
newspapers, public address system, rumour, traditional leaders/gong gong and their customers.
More details are given in table below.
Table 32: Usual Sources of General Information

Radio 75 21.3 88 25.0 163 46.3
TV 28 8.0 25 7.1 53 15.1
Friends/neighbours 31 8.8 33 9.4 64 18.2
Assembly members 11 3.1 4 1.1 15 4.3
Billboards 1 0.3 0.0 1 0.3
Information van 5 1.4 5 1.4 10 2.8
Internet 2 0.6 0.0 2 0.6
Newspapers 3 0.9 0.0 3 0.9
Public Address System 1 0.3 1 0.3 2 0.6
Rumour 0.0 1 0.3 1 0.3
Page 37 of 114

Traditional leaders/gong 2 0.6 1 0.3 3 0.9
gong
Customer 1 0.3 1 0.3
No response 15 4.3 19 5.4 34 9.7
Total 174 49.4 178 50.6 352 100
Multiple Responses
There was a wide range of radio and TV stations that served as sources of information for PAPs:
the most popular radio station was Peace FM which was a source for 43.2 percent whilst the
most popular TV station was UTV which was patronized by 9.5 percent. More details are
presented in the table below.
Table 33: Specific Radio / TV Stations Serving PAPs as Source of Information
Radio Station Male Female Total

Adom FM 5 2.1 11 4.6 16 6.6
BBC 1 0.4 1 0.4
Happy FM 1 0.4 1 0.4
Hitz FM 1 0.4 1 0.4
Joy FM 4 1.7 2 0.8 6 2.5
Melody FM 1 0.4 1 0.4
Obonu FM 1 0.4 1 0.4
Okay FM 4 1.7 5 2.1 9 3.7
Oman FM 1 0.4 3 1.2 4 1.7
Peace FM 49 20.3 55 22.8 104 43.2
Pink FM 1 0.4 1 0.4
Radio Emashie 1 0.4 2 0.8 3 1.2
Radio Gold 6 2.5 1 0.4 7 2.9
Radio Omega 1 0.4 1 0.4
Rainbow FM 5 2.1 7 2.9 12 5.0
Rock FM 1 0.4 1 0.4
Sweet FM 1 0.4 1 0.4
Top Radio 1 0.4 1 0.4
Unique FM 1 0.4 1 0.4
Universe 1 0.4 1 0.4
Vision 1 3 1.2 2 0.8 5 2.1
First Digital-TV 1 0.4 1 0.4
GTV 12 5.0 6 2.5 18 7.5
Kantaka TV 1 0.4 1 0.4
Metro TV 5 2.1 2 0.8 7 2.9
TV3 3 1.2 4 1.7 7 2.9
UTV 9 3.7 14 5.8 23 9.5
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Viasat 1 1 0.4 1 0.4 2 0.8

Crystal TV 1 0.4 1 0.4
TV Africa 1 0.4 2 0.8 3 1.2
Total 119 49.4 122 50.6 241 100
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4.0 IDENTIFICATION, ASSESSMENT AND ANALYSIS

OF IMPACTS
This chapter presents an analysis of project impacts based on both empirical and secondary
sources. The impacts have been discussed under constructional phase and operations phase and
grouped into positive or negative.
4.1 EXPECTED POSITIVE IMPACT CONSTRUCTIONAL PHASE
4.1.1 JOB CREATION
The constructional phase will create opportunities for skilled as well as unskilled workers to be
employed by the contractor. People skilled in driving heavy equipment, trucks and other artisans
such as masons, carpenters, welders expect to be employed. Unskilled locals within the
surrounding communities also wish to be engaged as laborers and any manual jobs available.
Such employment opportunities for men especially will boost incomes and improve their quality
of life, help cater for the vulnerable/weak, cater for their wards education and facilitate access
healthcare.
4.1.2 BOOST OF TRADING ACTIVITIES
The commencement of the project is expected to initiate and increase commercial activities as
women in the surrounding communities will take this opportunity to provide various services for
the contractors and their workers, especially vending of cooked food and provisions. This will go
a long way to raise the incomes and standard of living of women who are considered poor in the
communities.
4.1.3 ENHANCED SKILLS FOR LOCAL ARTISANS AND MUNICIPAL PERSONNEL
Apart from periodic site meetings that will be embarked on by the Assemblys personnel to
provide them the opportunity to gain technical knowledge thus enriching them, the local artisans
like the carpenters, masons, welders, will have the opportunity to be trained by the contractor.
This training will however enhance their skills on the job and push them to a higher level in their
field or career
4.1.4 INCREASED REVENUE FOR LAND/PROPERTY OWNERS
Community members, who own property would also enjoy higher revenues from rental of
residential units, burrow pits, sand and stone winning etc.
4.1.5 INCREASED REVENUE FOR THE MUNICIPAL ASSEMBLY
During the construction phase trucks carting materials to the site will be required to pay toll
which will bring some revenue to the assembly. Revenue can also be generated by the Ga West
Municipal assembly from traders who sell or trade around the project site to workers through
ticketing.
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4.1.6 ENHANCED FLOOD PREVENTION
Demolition of illegal structures situated in waterways and the proper drainage systems put in
place as part of the interchange and road construction will prevent flooding.
4.1.7 ENHANCEMENT OF POSITIVE IMPACTS OF THE CONSTRUCTION PHASE
Various suggestions were given as to how the positive impacts can be enhanced. These included
employing capable and competent local community members for the work, people who will
attach seriousness to the work and render good service. Others said that the work should be
continuous and be completed on time; that the workers' pay should be good and must be
delivered on time; that workers must be encouraged to buy from traders in the community.
Maintaining a good relationship between workers and community members as well as educating
community members about the project were also mentioned. Encouraging affected persons to
cooperate with the project, giving investors the chance to operate were also suggested. The
contractors were advised to create space for food vendors and provide alternative routes.
4.2 LIKELY NEGATIVE IMPACTS CONSTRUCTION PHASE
4.2.1 DEMOLITION OF PROPERTIES AND DISPLACEMENT OF AFFECTED PERSONS
The proposed interchange project is likely to be associated with demolition of houses and
massive displacement of temporal structures as some businesses are very close to the
interchange area. Table-top sellers and Kiosk operators around the proposed area may also lose
their business sites and would need to relocate. Any expansion or widening of existing roads will
lead to some displacement of persons and their activities.
4.2.2 INCREASE IN DUST AND NOISE LEVEL
Levels of dust will rise significantly because of dirt on the road, and vehicular movement and
wind will stir up dust. Loading and unloading of dumper trucks would also generate dust and
reduce air quality. Level of noise will also increase as a result of activities such as, movement of
vehicles and earth moving equipment, drilling, hammering, emptying and loading of trucks and
noise of workforce. Moreover piercing noise like that caused by the drilling machines will raise
noise levels when in operation. High levels of noise are known to cause stress, headaches and
when persistent, hearing impairment.
4.2.3 POOR PUBLIC HEALTH AND SAFETY
The increase in dust levels could increase the incidence of colds and other upper respiratory
infections in the general populace in the corridor. Uncovered dug outs may collect rain
especially during the wet season and become breeding grounds for mosquitoes. This may mean
that the incidence of malaria may increase in the corridor. There could also be a surge in the
number of single mothers as some of the construction workers may have children with the local
women and neglect them when the project ends. There may also be an increase in the incidences
of HIV and other sexually transmitted infections.
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4.2.4 RISKS ASSOCIATED WITH OCCUPATIONAL HEALTH AND SAFETY
Construction workers will be exposed to many occupational hazards including slips, falls from
heights (with construction of rumps), grazes, cuts, foreign objects in eyes, being pierced with
sharp objects and being hit by heavy objects. Accidents caused by the poor handling, misuse or
malfunctioning of equipment may increase. Workers will also be exposed to high levels of noise
and dust that can be detrimental to their health.
4.2.5 INTERRUPTION OF TRAFFIC MOVEMENT
Movement of traffic along the route will be difficult as a result of the road diversion; riding
comfort will be poor and speeds will be low, so traffic will tend to crawl and this will increase
travel time. It will take longer to cross the corridor than it did before construction commenced.
4.2.6 POOR AESTHETICS
Construction causes visual intrusions that may be unpleasant. Stockpiling of material can
obstruct vision, hide the frontage of businesses and ruin the aesthetics of the road corridor.
4.3 EXPECTED POSITIVE IMPACT OPERATIONAL PHASE
4.3.1 BETTER ROAD INFRASTRUCTURE AND TRANSPORT SERVICE
It is expected that during the operations phase, when there is road improvement with better
interchanges and better road infrastructure, there will be free flow of traffic: this will reduce
vehicle operating costs and cause a reduction in travel time. The provision of bus stops and a
better road surface will also reduce vehicular-pedestrian conflicts and travel cost. The overall
effect on vehicle operating cost will be positive and significant for road users.
4.3.2 IMPROVED ROAD SAFETY
When the ACP junction is upgraded into an interchange, the road surface and travel comfort will
improve and with moderate speeds and facilities for improving pedestrian safety, some accidents
that are now common may reduce significantly. The project will solve some of the vehicular-
pedestrian conflicts at the junction. Provision of pedestrian crossings and other traffic
management schemes will reduce accidents. Overtaking other vehicles by motorists along the
road will be safer and easier.
4.3.3 BOOST IN LOCAL ECONOMIC ACTIVITIES
It is expected that with the completion of the proposed interchange project, more businesses as
well as customers will be attracted to do business in the area than before. Hence, business
activities will flourish, and impact significantly on the communities. Accessibility to the
municipality is also expected to improve which will attract prospective residents thus increasing
the demand for more services within the area. This will further serve as a source of income to the
assembly. ACP Estates Limited for instance expects higher patronage of its properties.
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4.3.4 DEVELOPMENT AND BEAUTIFICATION OF THE COMMUNITY
Increase in incomes is expected to stimulate development in nearby communities as people

invest surplus income by putting up buildings or improving already existing structures. This will
lead to an increase in good aesthetics within the communities.
4.3.5 ENHANCEMENT OF POSITIVE IMPACTS OF THE OPERATIONAL PHASE
To enhance the positive impacts of the project, a number of suggestions were made: respondents
indicated that the interchange and roads should be well constructed and started and completed on
time. Contractors should be supervised to do a good job and the road design should include bus
stops, pedestrian crossings, speed rumps and street lights. Additional minor roads should be
constructed, drivers must be educated on road safety and the road agency responsible must
ensure proper and regular road maintenance. The positive effects will be further enhanced if
markets and stations were established in addition to the deployment of more commercial
vehicles. Above all, affected owners must be adequately compensated so they would co-operate
with the government.
4.4 EXPECTED NEGATIVE IMPACT OPERATIONAL PHASE
4.4.1 USE OF INTERCHANGE AS EVENT POSTER WALL / BOARD
Churches, schools, politicians and other event organizers for the past years have used foot
bridges and interchanges in the country as event poster boards where events such as crusade,
convention, political rally, obituary and other programs are pasted. These posters get stuck to the
walls and become very difficult to remove and hence becoming unsightly. The proposed Pokuase
interchange may not differ from such situations if appropriate measures are not taken.
4.4.2 ABUSE OF TRAFFIC REGULATIONS AND ACCIDENTS
Quite a number of respondents expressed fears that once the interchange is constructed, drivers
are likely to flout traffic regulations on speed limits and over-speed (even in communities), in a
bid to shorten their travel time and maximize their profits. This could result in increased fatal
accidents such as knocking down of pedestrians, cyclists and animals. Another abuse is careless
overtaking and consequent fatal crashes. Accessing the road as a pedestrian might become more
difficult.
4.4.3 INCREASE IN CRIMINALITY
Influx of people into the surrounding communities may add up or facilitate the increase of
criminals engaging in highway robbery and stealing. There might also be increases in social
vices.
4.4.4 ADVERSE IMPACT ON CERTAIN BUSINESSES
There might be residual impacts on some businesses: because some affected people may find it
difficult for their businesses to be resettled, especially if the new location is not as conducive to
the business as the previous one. Again, in the case of the interchange, some businesses/shops
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might lose their value due to the obstruction caused by the ramps which makes such
businesses/shops less visible than they used to be. Some businesses/shops become less
accessible from one side of the road
The impacts discussed above and others are captured in the following matrices:
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Table 34 Impacts: Construction Phase
IMPACT DIRECT INDIRECT ENHANCEMENT MITIGATION

MEASURES MEASURES
POSITIVE Job creation Boost trading Clauses on local
(Skilled and Activities (Food content
unskilled vendors) Allow food vending at
labour) the Contractors site
Enhance skills Increase Training for locals and
for Local revenue for Assembly staff
Artisans and land/property
Municipal owners eg.
personnel Municipal
Assembly,
Estate owners
Increase
revenue for
land/property
owners eg.
Borrow pit
Demolition of
properties
easing flow of
flood waters
NEGATIVE Demolition of Poor access to Prompt Payment of
properties and residences and Adequate
Displacement of business compensation
affected persons location
Increase in Dust Poor Public Regular watering

and Noise Health and of project site and
Levels Safety public education-
health screening
Disruption of Risk of Police presence
traffic Occupational Directional signs
movements Health and Public education-
Safety health screening
Construction work
during non peak
hours
Clearing of top Interruption of Supervision and
soil / forest Traffic Monitoring
leading to land Movement Police presence
degradation
Negative Public education
Impact on
Aesthetics
Table 35 Impacts: Operations Phase
IMPACT DIRECT INDIRECT ENHANCEMENT MITIGATION

MEASURES MEASURES
POSITIVE Reduction in
traffic jams
Better Road Boost in Local Regular road

Infrastructure Economic maintenance
and Transport Activities
Services
Road Safety Road signs

improvement
Solar street lights
Reduce Road maintenance

operational
cost of
vehicles
running /
transport
service
Reduction in
travel time
NEGATIVE Interchange Enforcement by

may be used Municipal
as event assemblies
poster wall /
board
Abuse of Enforcement by
traffic Police
Regulations
and Accidents Speed control
measures
Increase in Vigorous
Criminality policing
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5.0 MITIGATION MEASURES

5.1 PAYMENT OF COMPENSATION
Those who will lose their properties would need early information from the contractor and
adequate time to salvage movable properties. PAPs who have permanent structures require
adequate compensation to enable them relocate. Also, roadside sellers and kiosk operators
would also need adequate time and some financial assistance to cater for cost incurred in
relocating and initial loss of man-hours and reduction in business activity
5.2 REDUCTION IN DUST & NOISE LEVELS AND PUBLIC HEALTH AND
SAFETY
As mentioned earlier, dust and noise can lead to health problems among members in the
nearby communities. Hence there is a need for DUR to educate the contractor on the need to
control dust pollution and on the benefits of machinery and equipment maintenance. DUR is
also to frequently monitor the adequacy of the contractors pollution control system and the
state of his equipment. This will go a long way to limit air-pollution.
In addition, the contractor should minimize dust by watering exposed work surfaces
adequately and at regular intervals as well as restrict dust producing activities (e.g. haulage or
material on construction traffic) and the use of noise or dust generating machinery to normal
working hours. Moreover, the contractor should avoid creating stagnant pools of water which
risk becoming breeding grounds for mosquitoes.
5.3 SUPERVISION AND MONITORING

The Department of Urban Roads should closely supervise the construction phase and caution
the contractor to minimize obstruction to traffic and risk of accidents. The Contractor must
also educate and caution his workers against mishandling of tools and machines. Safety wear
should as well be provided to each construction worker to reduce the risk of accidents at the
project site.
Mounting of regulatory and other important warnings signs will alarm pedestrians who walk
along the proposed site to restrain themselves from getting close to the construction site,
hence prevent accidents. Furthermore, pits, holes and other dangerous areas must be fenced to
prevent likely accidents.
5.4 POLICE PRESENCE TO MITIGATE TRAFFIC AND CRIMINALITY
Approved alternative routes should initially be created by the contractor for pedestrians to ply
on whilst the main area goes under construction. Abuse of traffic regulations due to road
diversion during the constructional phase should be minimized through the presence of the
police to ensure that drivers use the approved diversion routes. All offenders must be dealt
with according the law. A well-resourced and motivated police patrol on the road will help
minimize the presence of arm robbers on the road.
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5.5 MEASURE TO CONTROL FIXING OF POSTERS ON THE INTERCHANGE

It is already established that the AMA has warned people against the menace of pasting
posters on unapproved walls in the city. Therefore, owners of these posters who violate these
laws must be called to order and be given punitive fines by the municipal assemblies. Again,
the Assemblies must provide adequate event poster boards at vantage points or places for
such activities at a moderate fee.
5.6 INTERCHANGE DESIGN AND PUBLIC EDUCATION
To minimize accidents on the road and around the interchange area, the road design must
provide warning signs such as speed limits, sharp diversions or curves and other mandatory
signs. Pedestrian crossings should be placed at the right place and bus stops for passengers
should not be too close to the interchange area. Moreover, there should be continuous
education to drivers and the general public on the abuse of traffic regulation as well as the
presence of police to check offenders.
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6.0 PUBLIC CONSULTATIONS
As part of the study, consultations were held with stakeholders at the Municipal and
community levels. At the municipal level, meetings were held with the Assembly officials,
Ghana Education Service, Town and Country Planning Department and the Ghana Health
service. In addition, consultations were held with two NGOs namely World Vision Ghana
and the Ark Foundation as well as the Management of ACP Estates Limited. Focus Group
Discussions at the community level gathered information separately from Opinion leaders,
womens group, youth and the various transport unions surrounding the proposed interchange
area. These consultations are considered as an essential part of the SIA process because its
main purpose is to assess how the project will affect the municipals (Ga West and Ga East),
surrounding communities (Ayawaso, Pokuase and Kwabenya) and members of the other
groups and moreover solicit their concerns about the project as well as suggestions how the
problems might be resolved.
6.1 ISSUES AND CONCERNS FROM OFFICIAL CONSULTATIONS
All the stakeholders in one or the other had been informed about the proposed project. Whilst
the Municipal assemblies confirmed that they obtained information from the Department of
Urban Roads (DUR), the Town and Country Planning Department, Municipal Education
Service and the Health Service were informed about the project from previous stakeholder
meetings held with the African Development Bank (AfDB), Engineers and Consultants on
the project. The World Vision Ghana and the Ark Foundation had formally not heard about
the project although they have seen previous designs and their staff members indicated that
they had heard it on the news.
The institutions specified their involvement or some of the key roles they will play in the
implementation of the project. They however raised some vital concerns about the project.
These have been analyzed in the tables below.
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6.1.1 MEETING WITH GA WEST MUNICIPAL ASSEMBLY
Representatives: Felicia Dapaah, Municipal Coordinating Director (MCD)

Contact: 0243183587
Date: 26th November, 2014
Table 36 Meeting with Ga West Municipal Assembly

Concerns
User Involvement
The assembly will be responsible for clearing the proposed project site. Education and
sensitization programs have already began by the assembly, to inform property owners within
the project site, of the pending project. This is to facilitate resettlement and compensation of
these persons. It will also act as a liaison between the contractor and family heads or chiefs
during the land acquisition process. The MCD also made mention of the fact that the
assembly often had to engage the services of an external consultant during such projects,
which is usually very costly. As such she suggested that a consultant be made available by
the contractor in order to facilitate the resettlement and compensation process.
Concerns / Suggestions
Provision of specific clauses within the contract to make provision for the employment of
locals (domestic preference) during construction.
Sacred shrines within the Kuako Forest which is located within the project site may be
destroyed during construction.
There should be installation of road rails to prevent hawkers from getting closer to the
highway.
Safety of pedestrians crossing to either side of the interchange. It was suggested that an
underground pedestrian tunnel be incorporated into the design of the interchange, to
ensure the safety of pedestrians.
Designs should also be disability friendly.
Pedestrian crossings should be sited closer to bus stops to stop pedestrians from crossing
at undesignated points.
Solar street lights should be used as these are more environmentally friendly.
The assembly also wishes to be actively involved and informed during the project
implementation stage.
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Figure 11: Meeting with Officials of Ga West Municipal

Assembly
6.1.2 MEETING WITH PHYSICAL PLANNING DEPARTMENT- TOWN AND COUNTRY

PLANNING
Ga-West Municipal Assembly (Amasaman)
Table 37 Meeting with TCPD
User Involvement
The Town and Country Planning Department (TCPD) will be responsible for providing
DUR with road schemes, during road designs, in order to determine road size as well as
which sections of land the intended project will occupy.
The TCPD will also aid in the determination of persons who need to be compensated, by
providing the DUR with information on property owners that have been issued permits to
operate within the proposed project site.
The TCPD is currently in need of a new and upgraded database system. The department
also does not have a digital means of storing data, and as such only hardcopies of
documents can be stored. This has led to the loss of permits especially those issued before
the year 2009. The department thus requires computers and storage software to facilitate
data storage. The staff also needs to be trained and upgraded in the use of current models
of GPS.
Pollution of water bodies running through the Guako Forest, which is a water source for
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residents near the project site.
Removal of forest will further contribute to the greenhouse effect thus augmenting global
warming
The department has personnel available to aid in the determination of entitlement and
encroachment.
Construction should be carried out during non-peak traffic hours.
Design of the interchange should include pedestrian walkways.
Pelican lights should also be installed to make crossing easier for pedestrians and should
be fitted with sensors to regulate traffic when there are no pedestrians.
Bus stops should be sited further away from junctions.
Figure 12: Meeting with Ga West District Director, Town and

Country Planning Department
6.1.3 GA- WEST MUNICIPAL EDUCATION DIRECTORATE
Director of Education
26th November, 2014
Table 38 Meeting with Ga West Municipal Education Directorate
Education programs should be organised to sensitize drivers on the need to drive carefully.
Lanes should be properly marked to ensure that drivers drive in appropriate lanes.
Bus stops should be sited at locations most favourable to pedestrians.
Zebra crossings should be properly demarcated to aid school children in crossing the road
Pelican lights should be installed to aid school children in crossing the road safely.
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Figure 13: Meeting with some Officials of Ga West Education

Directorate
6.1.4 MEETING WITH WORLD VISION GHANA
Ga-West Municipality
27th November, 2014
12:45pm
Table 39 Meeting with World Vision Ghana
Currently, The NGO supports general health by providing funds and education on various
diseases. It also partners with the Ga-West Municipal Education Directorate to train teachers,
and also provides schools in the district with supplementary reading materials.
The foundation does not expect to play any direct role in the project but is ready to help in
any way it can if the need be.
The World Vision indicated that they do not expect to play any direct role in the project as its
focal areas are currently not close to the proposed site but however suggested the following
Soil aggregates derived from excavation may be used by builders and residents in filling
foundation for buildings.
Education programs should be carried out by the Ghana Police Service and National Road
Safety Commission to sensitize drivers on proper road usage, interpretation of road signs
and adhering to speed limits.
Designated lanes can be created for large trucks and buses to ease traffic
Trotro drivers must use outer lanes only to enable them stop easily at bus stops.
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Figure 14: Meeting with Officials of World Vision Ghana
6.1.5 MEETING WITH THE ARK FOUNDATION, HAATSO
Mad. Esinam Horsoo

Executive assistant, 0244789708
Alex Delanyo
Financial and Administrative Coordinator
3rd December, 2014
Table 40 Meeting with the Ark Foundation
The Ark Foundation is human rights NGO that focuses on the protection of women and
children in Ghana. It focuses on empowering women by organising training programmes to
educate them on sexual reproductive health issues and to sensitize school children on how to
protect themselves from child/sexual abuse.
The foundation does not expect to play any direct role in the project but is ready to help in
any way it can if need be.
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6.1.6 MEETING WITH ACP ESTATES LIMITED, POKUASE
Francoise Lubanda
Estate Manager
0546784109
3rd December, 2014
11:55am
Table 41 Meeting with ACP Estates Limited, Pokuase
The meeting began with the manager sharing some facts about the estate. There are currently
253 housing units within the estate, with a population of 459 adults and 74 children below the
age of 18.
User Involvement
The ACP Estate is not expecting to play any direct role in the project although it is prepared
to offer its assistance when called upon to do so.
Concrete products to be used for construction should be purchased from ACP Limited, to
promote the use of locally manufactured goods.
Construction should be carried out at night time to ease traffic flow during peak traffic
hours.
Less faulty or brand new machinery should be used in order to reduce emissions that
may pollute the air.
Less steep road gradients should be considered during the design phase.
There should be efficient monitoring and evaluation during the operational phase.
6.1.7 MEETING WITH MOTOR TRANSPORT AND TRAFFIC UNIT- AMASAMAN
MTTU Commander
Amasaman
Table 42 Meeting with Motor Transport and Traffic Unit - Amasaman

User Involvement
The MTTU will be playing the following roles while the project is on-going:
Traffic enforcement and management.

Traffic control in the event of traffic lights breaking down.
Direction of traffic during road diversions, as well as enforcement of diversions.
The MTTU Amasaman unit currently has 6 officers on ground, but will require more
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personnel due to the large scope of this project. The unit will request for more personnel from
the regional and national offices when the project commences. The unit also lacks necessary
resources to acquire and maintain logistics such as vehicles. The unit therefore requires more
vehicles for the project duration, a driver may also be provided. The vehicles should be
fuelled as the unit does not have the capacity to do so.
Blocked roads and road diversions will create more traffic, thus putting more pressure on the
few MTTU personnel available. In order to avoid this, construction should not be carried out
during rush hours i.e. between the hours of 5.30am-10am and 4pm-9pm. Most of construction
work should be done at night time when the roads are less busy.
6.2 FOCUS GROUP DISCUSSIONS ON POKUASE INTERCHANGE (FGDS)
Almost all the groups interacted with at the community level had heard about the project.
They were involved in previous stakeholder meetings held on the same project and also got
information about the project from their MCDs and Members of Parliament (MPs).
Some major concerns raised by the communities were with the issue of poverty. They
asserted that poverty level in the communities had increased steadily cutting across all ages
and attributed it to high cost of living in the country. They therefore advocated that there are
skilled and unskilled labours available that can be employed during the construction stage.
They stressed that there should be a clause in the contract agreement to employ a quota of
community members during the construction stage.
Secondary, the opinion leaders indicated that there are some customs and traditions which
must be observed by the contractors before construction begins. In Pokuase for instance, the
community frowns on behaviours such as adultery and defecating in the bush. It is also
against their traditions to fetch water from the Nsaki and Sunkwa River on Sundays. It is
worth noting that since the Sunkwa River is quite close to the proposed project area it is
likely to be affected by the project. They advised that proper rites and pacification be initiated
before construction begins. It was also noted in Ayawaso that Shrines such as the Asafo, Okai
Kwei, Omanye, Opobi and Obuade River are located in the forest around the Ayawaso palace
and nobody is allowed to go there on Saturdays. The Obuade River is a clean river which
serves as a source of water supply for the community and therefore entry into the river with
slippers is not allowed.
Lastly, the community folks advised that a well-qualified contractor should be assigned on
the project. Work must be completed on time to avoid continuous traffic, dust and congestion
at the proposed junction. Also, in the event of road diversions, there is the need for police
presence to ensure that drivers adhere or use the approved road diversions to prevent traffic.
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Figure 15: Meeting with opinion leaders at Figure 16: Meeting with the Womens
Kwabenya group at Pokuase
Figure 17: FGD with the Youth - Ayawaso Figure 18: FGD with Opinion leaders at
Pokuase
6.3 DISCUSSIONS WITH TRANSPORT UNIONS

In all, about nine (9) transport unions operate around the proposed interchange area; apart
from the Kwabenya Taxi Drivers who belong to the Co-operative union, all the other unions
belong to the Ghana Private Road Transport Union (GPRTU). It was manifested that almost
all the unions ply the proposed interchange area regularly to their destinations. Locations of
these transport unions and the areas mostly plied are depicted in the table below.
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Table 43: Transport Unions Operating around the Proposed Interchange
Community Name of union Station Brands of vehicles used Routes

Pokuase Pokuase Ayawaso Ayawaso Amarmorley Junction Nissan, Opel, Kia, Hyundai, From Ayawaso Jnc to
Branch of the GPRTU Mazda, Amamorley, Ablekuma, Olebu,
(Taxis and Trotro) Ayawaso, Odorkor, Omanjor,
Kaneshie, Anyaa, Dansoman,
Kwabenya, Mallam, Korle bu
ACP Taxi Drivers ACP Junction, Pokuase Kia, Nissan, Polio, Toyota, From ACP jnc. To Kwabenya,
Union of the GPRTU Hyundai, Mazda ACP estates. Accra, John Teye
are plied on dropping basis
ACP Tanker Drivers ACP Junction, Pokuase Tata, Bez, Daf, Kia, Ford, Distribute water al areas within
Association of Hyundai, Toyota, Scania Greater Accra
GPRTU
Pokuase GPRTU Pokuase Community Kia Pride, Toyota, Nissan, Opel Mayera, Dunyo, Abensu,
Local union Astra, Benz Katapor roads. Otiakrom,
Okyerekronfo, Dedeiman
Kwabenya and Abuom
Kwabenya Kwabenya Tipper Kwabenya Pokuase Junction Benz, Daf, Man Diesel, Iveco, Distribute to any location as
Drivers Union of the Astra, Renault demanded by the customer
GPRTU
Kwabenya Taxi Kwabenya Pokuase Junction Hyundai, Mazda, Opel, Nissan, From Kwabenya to Amasaman,
Drivers Union of the Toyota Pokuase, Mayira, Brekusu,
GPRTU & Co- Dome, Nsawam
operative
Kwabenya Trotro Kwabenya Pokuase Junction Benz Sprinter, 207, Toyota, From Kwabenya to Dome,
Drivers Union of the Mazda, Nissan, Kia Achimota, Lapz, Circle, Accra
GPRTU central, Madina, Ashongman,
Nsawam
Amasaman Amasaman GPRTU Amasaman Lorry Station Toyota, Kia, Daewoo, Nissan, From Amasaman to Ashalaja,
(Trotro and Taxi) Hyundai Peace village, Madina, Circle,
Achimota, Accra Central,
Nsawam
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One major concern raised by the Unions in Pokuase had to do with resettlement. They envisaged
that the project might likely affect their operations which in effect may lead to evacuating them
from their current location. They claimed there are alternative lands in the municipality where
they can be relocated to continue their operations. This can only be done through negotiation
with the Ga West Municipal Assembly, they said. Also, the ACP Tanker Drivers Association
stands at a very high risk of losing their job when the Sunkwa River is affected because their
main source of water for distribution is the Sunkwa River. In effect, they suggested that they
could be contracted to supply water for the project during the construction phase.
In addition, all the unions affirmed that apart from driving, they have individual skills such as
carpentry, masonry, plumbing; steel bending etc. that can be recruited for the project. Again, it
was urged that at least six (6) months grace period should be given to PAPs to organize and
vacate the proposed area after they have been compensated.
Figure 19: Discussion with the ACP Taxi Figure 20: Discussion with the Kwabenya
Drivers Union Drivers Union
6.4 FOCUS GROUP DISCUSSIONS ON THE 10 KM ACCESS ROADS

UPGRADE
Focus group discussions were held with opinion leaders, women and youth in Amasaman,
Pokuase, Amamorley and Ayawaso; transport union at Pokuase and market women at Anyaa.
Findings from the opinion leaders, women and youth revealed the main economic activities
engaged in by men were mainly artisanship, civil service and trading whereas the women are
mostly engaged in trading activities; food vending, artisanship (seamstress, hairdressing) and
civil servants. In addition, the populaces in population are sometimes involved in stone
quarrying. The dominant ethnic groups in all the four communities were found to be Akan, Ewes
and Ga. One common festival celebrated by all the communities is Homowo meaning shame to
hunger. Other traditions observed are stated above in the FGD on the Pokuase interchange.
Page 59 of 114
As already mentioned above one major concern re-echoed by the communities was the issue of
poverty as they attributed it to the high cost of living in the country and high vulnerability level
of the aged. They suggested the Livelihood Empowerment Agaist Poverty (LEAP) program
which caters for the elderly and the vulnerable should be expanded to include more people. Also,
the agriculture processing centre at Pokuase which use to manufacture biscuits, process gari and
the state farms should be revived to provide employment for the youth. They further stressed that
there should be a clause in the contract agreement to employ a quota of community members
during the construction stage.
All community members had heard about the construction of an interchange at ACP junction but
had not heard about the upgrading of access roads linking the communities to ACP junction.
They raised the following suggestions
The right material should be used to construct the road to avert future destruction.
Highly qualified contractors should be awarded contracts.
Trenches dug during construction should not be left uncovered since they could become
death traps for people.
The road surface should be watered regularly during construction.
The road should be constructed within the stipulated time to avoid delays.
Contractors should employ community members and not outsiders to work during
construction
Figure 21: FGD with Amasaman Figure 22: FGD with the Womens
Opinion Leaders Group - Amamorley
Page 60 of 114
7.0 VALUATION PROCEDURES

7.1 ORGANIZATIONAL PROCEDURES FOR THE DELIVERY OF ENTITLEMENTS
There are two main public institutions involved as far as the organizational procedures for the
delivery of entitlements on this RAP are concerned. These are the DUR and LVD. The
identification of the ROW was done by the DUR while the analysis of structures affected was
done by the Consultants Valuer. The LVD as the statutory body mandated by GoG to take
care of acquisition on its behalf will again identify and assess and value the structures for
payment of compensation before work on the interchange commences.
The population census and socio-economic surveys conducted identified the locations of
potential PAPs by communities and municipalities. The data was gender disaggregated and it
also categorized PAPs according to their activities. Potential PAPs identified along the
corridor were three hundred and twenty-three (323) in number. This number includes owners
of structures and residential plots (land). Others were artisans and Small and Medium
Enterprises (SMEs) in open spaces, other business operators (operating small, medium and
large businesses) and petty traders.
7.2 ELIGIBILITY CRITERIA

Eligibility will be based on the category of losses suffered as at the cut-off date (which in the
case of the Pokuase Interchange was December 12th 2014). The category of losses suffered
will be identified through the various interests and rights derived from customary laws,
common law and international conventions. Eligible persons are presented in the Entitlement
Matrix below in section 6.4.2
7.3 PROOF OF ELIGIBILITY

The DUR and LVD will consider various forms of evidence as proof of eligibility. The proof
of eligibility will cover: affected persons with formal legal rights, documented in the form of
land title registration certificates, leasehold indentures, tenancy agreements, rent receipts,
building and planning permits, business operating licenses, and utility bills, among others,
will be eligible. However unprocessed/unregistered formal legal documents will not bar
eligibility. Procedures for confirming authenticity of any such documents are established by
LVD. These affected persons may include house owners and owners of residential plots with
no formal or recognized legal rights. The criteria for establishing non-formal, undocumented,
unrecognized claims to eligibility are ones (PAPs) presence on the corridor during the PAP
census survey which ended on July 31st 2015.
The entitlement matrix captures all affected parties, the characteristics of the impact, and the
types of compensation/reinstatement due them. Categories in this table overlap because those
being offered re-instatement fall into several groupings and the groupings tend to overlap. For
instance, some of the owners of permanent and temporary structures own land as well. Again,
some of the business operators also own property such as land or structures.
7.4 COMPENSATION MEASURES
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7.4.1 INVENTORY OF LOSSES
The study primarily seeks to identify properties likely to be affected by the interchange
project and establish the extent and nature of the impact. The study captures the number of
properties likely to be affected, demonstrates whether properties are likely to be partly or
fully affected, the use of the properties likely to be affected and therefore demonstrates
impact on livelihoods. At this stage of the project study, the property impact study informs
on whether impacts will be minimal or can be avoided and provides input for any reviews in
the interchange design required to minimize impact. The study estimates the total
compensation or supplemental assistance likely to be provided to project affected persons for
loss of property. The estimated amount is for project budgeting purposes and forms part of
the resettlement action plan, a component of the preliminary project studies.
7.4.2 ENTITLEMENT MATRIX
Table 44 also shows the provisional entitlement matrix for the PAPs around the Pokuase
Interchange and the internal community roads who are likely to be impacted by the project.
Page 62 of 114
Table 44 Entitlement Matrix for Pokuase Interchange and 10km Internal Roads.
CATEGOR SUB- TYPE OF COMPEN COMPEN COMPEN MOVIN TYPE OF
Y CATEG LOSS SATION SATION SATION G COMPEN
ORY FOR FOR FOR ALLOW SATION
STRUCTU LOSS OF LOSS OF ANCE
RE OTHER INCOME
ASSETS
Residents/H Owners Loss of Replaceme Pay full Coverage Compensati
ouse/Land of Structure/ nt cost for cost of Where of full on for
owners structures Location immovable removal applicable cost for demolished
for facilities and fixing the total structures
Structure of transport or civil
movables expenses improveme
for the nt
removal
of
chattels
Owners Loss of Compensati - Where - Compensati
of Land Land on for land applicable on for lost
(residenti at parcel of
al plots) prevailing land at
market open
price market
value (will
be paid by
the
government
of Ghana
under the
Statutory
Wayleaves
Act of 1963
Tenants Loss of Relocation With or Coverage Compensati
(Residenti Rental to New without of full on for
al & Accommo location of documents cost for disturbance.
Business) dation similar type he/she will the total One year
be paid transport rent
compensati expenses advance for
on to for the same type
enable removal of
him/her to of accommoda
relocate to chattels tion
a place of
similar
standard
Business Artisans Compensati
Pay full Payments Coverage on for
Large Loss of cost of in lieu of of full demolished
Company business - removal business cost for structures
/Formal location and fixing profits the total or civil
business of while transport improveme
Trader- movables relocating - expenses nts OR
large six months compensati
Concern on for
Trader- relocation
medium of
Trader- structures
small
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8.0 PROPERTY IMPACT ASSESSMENT

The property impact assessment has been prepared by the consultants valuer to give
information about the affected properties and their characteristics as well as estimated value.
8.1 SCOPE OF SERVICES

The Scope of this assignment is indicated below:
To determine the size and value of land to be affected by the construction works of
the road project.
To assess the cost of structures to be demolished.
To advise the Client on the likely amount of total compensation due for budgetary
purposes.
8.2 PREPARATORY ACTIVITIES CARRIED OUT BY THE CONSULTANT
8.2.1 PRELIMINARY ACTIVITIES
Preliminary activities including site visit with the Project Team for inspection of the Right Of
Way (ROW) and the properties that fall within it, collection of the Road Design for
identification of Properties within the Right Of Way (ROW) have all been carried out.
Other preliminary activities include the collection of data on privately owned land areas
affected by the project. The following activities are also planned to be undertaken:
8.2.2 INSPECTION OF AFFECTED STRUCTURES
Inspection and referencing of all land, buildings and other structures falling within ROW was
carried out between 18th and 23rd December 2014 May 2015. The purpose of the inspection
and referencing of the affected properties was to collect the descriptive and other technical
data on the affected properties.
Both the internal and external areas were thoroughly inspected, except the areas which are
not accessible. The existing Buildings were sketched and measurements taken of all buildings
and other structures.
8.2.3 PRIMARY AND SECONDARY DATA COLLECTION
Information from the Market were picked to assist in establishing appropriate Unit Rates for
the assessment of the affected Properties. Land Sales in the immediate vicinity of the subject
Properties, and similar neighbourhoods were also collected for Analysis. Capital Values of
similar properties were also obtained for analysis to derive both Unit Rates for Land and
Capital Value of the Properties. Construction Cost Data including prices of basic building
materials and furnishes were compiled from the Open Market for analysis and compilation of
Unit Rates for the assessment.
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8.2.4 ANALYSIS OF PRIMARY AND SECONDARY DATA

Basically, all the primary and secondary data collected weree analyzed using computer applications
such as Microsoft Excel Database and AutoCAD to establish a database for the valuation of the
properties. Specific components to be completed include:
o The preparation of measured drawings of land and buildings to produce block plans.
o Preparation of schedule of accommodation and computation of floor areas; schedules
shall be prepared to show the dimension, the gross internal and external areas of the
accommodation.
o Lease documents, and available correspondence shall be analysed to find out the
unexpired terms since they have a bearing on the valuation.
8.3 METHODOLOGY
The basis of the valuation and the methods are detailed below:
8.3.1 BASIS AND METHOD OF VALUATION

Market Value is The estimated amount for which a property should exchange on the date of
valuation between a willing seller in arms- length transaction after proper marketing wherein
the parties had each acted knowledgeably, prudently and without compulsion. RICS Red Book,
th
March 2009 (6 Edition) (International Valuation
Standards Complaint).
.The estimated amount.
Most probable price expressed in terms of money to be reasonably obtained in the market at the date
of valuation.
a property should exchange
Refers to the fact that the value of a property is an estimated amount, rather than actual
sale price.
on the date of valuation..
-Requires that the estimated Market value is time specific as of a given date. Because markets and
market conditions may change, the estimated value may be incorrect or inappropriate at another
time.
between a willing buyer..
One who purchases in accordance with the realities of the current market. The assumed buyer
would not pay a higher price that the market requires.
.a willing seller.
A hypothetical owner who is motivated to sell the property at the best price attainable.
.in an arms length transaction.
A transaction which is between parties who do not have a particular or special relationship. It is
therefore presumed to be between unrelated parties each acting independently.
.after proper marketing The property would be exposed to the market in the
most appropriate manner. The length of exposure time may vary with market conditions, but must be
allowed adequate participation of potential purchasers.
.wherein the parties had each acted knowledgeably.
Presumes that both the willing buyer and the willing seller are reasonably well informed about the
nature and characteristics of the property.
and without compulsion.
Establishes that each party is motivate to undertake the transaction, but neither is forced or
unduly coerced to complete it.
Page 65 of 114
8.4 METHODS OF VALUATION:

There are five basic valuation methods used for the estimation of values. These valuation methods are
detailed in the Property Impact Assessment Report These are:
(a) Comparative method (Market Approach).
(b) Investment Method (Income Approach).
(c) Depreciated Replacement Cost Method
(d) Profits Method
(e) Residual Method
8.4.1 DEPRECIATED REPLACEMENT COST
The Depreciated Replacement Cost Method shall be based on the assumption that, the Capital Value
of an existing development can be equated to the cost of reinstating the development on the same plot
at current labour, material and other incidental costs; with an appropriate allowance for accrued
depreciation with respect to physical functional and economic obsolescence. The assumption flows
from the premise that an individual will not buy a Property, one Cedi more that it would cost him to
build a similar one stipulated.
The first step shall be to establish the current Cost of Construction per square meter taking into
account the architectural design, building heights, layout, floor spaces, plot size, fittings and fixtures
and other physical attributes which have cost implications. The requisite information shall be obtained
by analyzing the Construction Cost of Properties comparable to the subject Property. Necessary
adjustments would be made to arrive at an appropriate rate for the subject Valuation. An amount of
external work shall be added to the Cost of brick and mortar depending on existing
development/improvements on the site.
The allowance for Depreciation reflects the level of physical, functional and economic obsolescence
of the Property as revealed by the inspection and comparison with other Properties on the market.
However, recent valuation trends in computing compensation via the cost approach in Ghana is
veering towards disregarding allowance for depreciation. This trend is been spearheaded by the Land
Valuation Division of the Lands Commission, the State Agency responsible for determining
compensation values.
The rationale behind this trend is to afford affected owners to be able to replace their lost properties
with new ones. The idea is that if allowance is made for depreciation it means the affected owners will
have to buy used building materials to be able to replace their lost properties. Since this is not
reasonable, disregarding allowance for depreciation will enable affected owners replace their lost
properties with new ones. The assessment of the cost of the structures shall be based on the
replacement cost. No allowance will be made for depreciation for the reasons adduced above.
The Value of Land shall be determined by comparing Market evidence on recent sale of plots in the
vicinity or similar neighbourhoods. The rate per acre/hectare shall be established as a basis for
assessing the Land Value for the subject Property taking into consideration the differences in
attributes between the subject Property and the comparable with regards to the specific advantages of
the location.
8.4.2 DISTURBANCE
In addition to the assessment of Land and Buildings, Disturbance will also be assessed. Disturbance as
interpreted under section 7 of the State Lands Act is the reasonable expenses incidental to any
necessary change of residence or place of business. By implication, this represents the expense and
other losses above the Value of Land and covers the expenses of moving to alternative premises, cost
incidental to removal such as loss of fixtures. In the case of owner-occupiers of business, Disturbance
Page 66 of 114
will in addition, cover the injury to the goodwill suffered by the removal to alternative premises, the
Loss in Value, cost by the force sale of stock, and also the Loss of Profits. Another form of
disturbance that will be added to the value of the properties is professional fees for Valuers and
Lawyers who may be engaged by the property affected persons to advise them on their claims for
compensation.
8.5 METAL CONTAINERS/KIOSKS

The assessment of Supplemental Assistance is based on the premise that Temporary Structures could
be moved and relocated. Anticipated cost of transporting/moving the Structures to the desired
destination would be related to the size of the Structure and assumed reasonable location. Adequate
Data would be compiled to determine how much it would cost to move such Structures. In addition to
the above, all temporary structures which have concrete/sandcrete bases will be assessed to include
the concrete/sandcrete works. A list of all permanent and temporary structures and their various
assessed Values shall be attached. The sketches and accommodation schedules of all the permanent
structures shall be attached as appendixes.
8.6 PROPERTIES AFFECTED

Within the ROW shown to us, (as of May 2015), the total number of properties to be affected by the
project is Two Hundred and Fifty (250). Of the Two Hundred and Fifty (250) affected
properties/structures, n in the table 45 below:
Table 45 Breakdown of Affected Properties
Permanent Temporary
Section of ROW
Structures Structures
Accra-Kumasi Section 19 142
ACP Junction-Kwabenya Section 5 73
Awoshie-Pokuase Section 9 2
Sub Total 33 217
Grand Total 250
Approximate land area to be acquired -
8.7 ESTIMATED COMPENSATION VALUES
Total compensation for the affected properties/structures is estimated at Three Million, Six Hundred
and Fifty-Eight Thousand Six Hundred and Twenty Ghana Cedis (GH3,658,620.00).
A break down is given in the table below:
Table 46 Provisional Estimated Compensation Values
Description Amount (GH)

1. Permanent Structures 2,557,920.00
2. Temporary Structures 490,930.00
3. Land (size of affected land not yet know) -
Sub Total 3,048,850.00
4. Professional fees-Valuers & Legal @ 20% 609,770.00
Grand Total 3,658,620.00
8.8 PROVISIONAL RECOMMENDATIONS
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It is recommended that the Ga West Municipal Assembly within whose jurisdiction the Right
Of Way (ROW) falls should be engaged and encouraged to monitor the ROW to prevent
further encroachment by kiosks/containers and other structures.
This will go a long way to prevent speculative development of structures within the ROW.
Figure 23 Pictures of Some of the Permanent Structures Located within the Right of
Way
Figure 24 Some of The Temporary Structures Located Within The Right Of Way
Page 68 of 114
Page 69 of 114
9.0 POLICY AND LEGAL FRAMEWORK

9.1 POLICY
This Resettlement Action Plan (RAP) has been prepared in accordance with the Operational
Safeguard (OS) of the African Development Bank and the relevant Ghanaian legislation. The
OS, aims to facilitate the operationalization of the Banks 2003 Involuntary Resettlement
Policy in the context of the requirements of OS1 and thereby mainstream resettlement
considerations into Bank operations. It relates to Bank-financed projects that cause the
involuntary resettlement of people. It seeks to ensure that when people must be displaced
they are treated fairly, equitably, and in a socially and culturally sensitive manner; that they
receive compensation and resettlement assistance so that their standards of living, income-
earning capacity, production levels and overall means of livelihood are improved; and that
they share in the benefits of the project that involves their resettlement.1
The specific objectives of this OS mirror the objectives of the involuntary resettlement policy
to:
Avoid involuntary resettlement where feasible, or minimise resettlement impacts

where involuntary resettlement is deemed unavoidable after all alternative project
designs have been explored;
Ensure that displaced people are meaningfully consulted and given opportunities to
participate in the planning and implementation of resettlement programmes;
Ensure that displaced people receive significant resettlement assistance under the
project, so that their standards of living, income-earning capacity, production levels
and overall means of livelihood are improved beyond pre-project levels;
Provide explicit guidance to borrowers on the conditions that need to be met
regarding involuntary resettlement issues in Bank operations to mitigate the negative
impacts of displacement and resettlement, actively facilitate social development and
establish a sustainable economy and society; and
Guard against poorly prepared and implemented resettlement plans by setting up a
mechanism for monitoring the performance of involuntary resettlement programmes
in Bank operations and remedying problems as they arise.
9.2 LEGAL FRAMEWORK
9.2.1 GHANA LAWS ON COMPULSORY ACQUISITION
Ghanaian Law provides that involuntary acquisition of private property must be done in
accordance with laid down statutory procedures. The RAP was thus formulated based on
several legislative instruments of Ghana, principal among them being:
i. The Constitution of the Republic of Ghana, 1992
ii. State Lands Act (as amended)
iii. Administration of Lands Act 1962 Act 123
1
Source: African Development Bank Groups Integrated Safeguards System Policy statement and Operational
Safeguards. Dec 2003 pp. 31
Page 70 of 114
iv. The Ghana Land Policy 1999
These laws grant the President of the Republic and the district assemblies the power to
acquire land for purposes deemed to be in the interest of the people, subject to laid down
procedures for payment of necessary compensation.
9.2.2 THE 1992 CONSTITUTION
As enshrined in the 1992 Constitution of the Republic of Ghana, Article 20 provides for the
protection from deprivation of property that may be compulsorily taken possession of or
acquired by the State unless the following conditions are satisfied-
(1) No property of any description or interest in or right over any property shall be
compulsorily taken possession of or acquired by the State unless the following
conditions are satisfied.
(a) the taking of possession or acquisition if necessary in the interest of
defence, public safety, public order, public morality, public health, town and
country planning or the development or utilization of property in such a
manner as to promote the public benefit; and
(b) the necessity for the acquisition is clearly stated and is such as to provide
reasonable justification for causing any hardship that may result to any
person who has an interest in or right over the property.
(2) Compulsory acquisition of property by the State shall only be made under a law
which makes provision for.
(a) The prompt payment of fair and adequate compensation; and
(b) A right of access to the High Court by any person who has an interest in or
right over the property whether direct or on appeal from other authority, for
the determination of his interest or right and the amount of compensation to
which he is entitled.
(3) Where a compulsory acquisition or possession of land affected by the State in

accordance with clause (1) of this article involves displacement of any inhabitants,
the State shall resettle the displaced inhabitants on suitable alternative land with due
regard for their economic well-being and social and cultural values.
(4) Any property compulsorily taken possession of or acquired in the public interest
or for a public purpose shall be used only in the public interest or for the public
purpose for which it was acquired.
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9.2.3 THE STATE LANDS ACT (1962) ACT 125 (AS AMENDED)
Act 125 (as amended) is the main enactment normally used for compulsory acquisition. It
provides that the President may by Executive Instrument (EI) acquire any land for the public
interest. The modalities for the acquisition are spelt out in the Act and its Regulation State
Lands Regulation (1962) LI 230 and culminate in the publication of an EI. Once the EI is
published, the lands specified are deemed acquired and vested in the President. Consequently
all previous interests are extinguished.
The Act provides for compensation payment based on market or replacement values. Lump
sum compensation is prescribed under the Act. Cost of disturbance and other incidental
expenses or damages are to be considered in the award of compensation.
A major limitation of Act 125 is that provision has not been made for public consultation and
involvement in the acquisition process. As effective consultation is crucial for project
implementation, the acquiring agency will conduct extensive consultation with the affected
locations and with other stakeholders at every stage of project implementation.
9.2.4 ADMINISTRATION OF LANDS ACT 1962 ACT 123
Act 123 of 1962 was enacted to facilitate the management and administration of stool lands
(and other lands). The Act empowers the Minister responsible for the lands to manage stool
lands in accordance with the provision of the law. The entitlements are however to be
assessed by giving due consideration to the values of the land (and other losses suffered) and
the benefits to be derived by the people in the area (by way of the use to which the state is
going to put the land).
9.2.5 THE GHANA LAND POLICY 1999
The Government of Ghana in 1999 put together the above policy to serve as a broad
framework and policy guidelines aimed at enhancing land management systems, land use,
conservation of land resource and enhancing environmental quality. All these are intended to
ensure coordinated and orderly use of land, a vital resource, by present and future
generations. Ultimately the policy seeks to give protection to proprietary rights and promote
the concept of prompt payment of adequate and fair compensation for compulsorily acquired
lands and also create the enabling environment for community participation in sustained land
management.
9.2.6 INTEGRATED SOCIAL SAFEGUARDS (ISS) OF THE AFRICAN DEVELOPMENT BANK

(AFDB)
The African Development Bank (AfDB) set outs five (5) main policy statements and
operational safeguards requirements that the Banks clients are expected to meet when
addressing social and environmental impacts and risks. The policy requires for an appropriate
level of environmental and social assessment and management measures to mitigate project-
related risks. These five operational safeguards (OS) are outlined as follows
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1. OS 1: Environmental and Social Assessment

2. OS 2: Involuntary Resettlement: Land Acquisition, Population Displacement and
Compensation
3. OS 3: Biodiversity and Ecosystem Services
4. OS 4: Pollution Prevention and Control, Greenhouse Gases, Hazardous Materials and
Resource Efficiency
5. OS 5: Labour Conditions, Health and Safety
Operational Safeguard (OS) 1: Environmental and Social Assessment
OS 1 governs the process of determining a projects environmental and social category and
the resulting environmental and social assessment requirements: the scope of application;
categorization; use of ESIA, where appropriate; Environmental and Social Management
Plans; climate change vulnerability assessment; public consultation; community impacts;
appraisal and treatment of vulnerable groups; and grievance procedures. It updates and
consolidates the policy commitments set out in the Banks policy on the environment.
Operational Safeguard (OS) 2: Involuntary Resettlement: Land Acquisition,

Population Displacement and Compensation
This policy consolidates the policy commitments and requirements set out in the Banks
policy on involuntary resettlement, and it incorporates refinements designed to improve the
operational effectiveness of those requirements. In particular, it embraces comprehensive and
forward-looking notions of livelihood and assets, accounting for their social, cultural, and
economic dimensions. It also adopts a definition of community and common property that
emphasizes the need to maintain social cohesion, community structures, and the social
interlinkages that common property provides. The safeguard retains the requirement to
provide compensation at full replacement cost; reiterates the importance of a resettlement that
improves standards of living, income earning capacity, and overall means of livelihood; and
emphasizes the need to ensure that social considerations, such as gender, age, and stakes in
the project outcome, do not disenfranchise particular project-affected people.
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10.0 OPERATIONAL PROCEDURES AND INSTITUTIONAL

FRAMEWORK
This section describes the various institutions that will play a role in the implementation of
the RAP. They include; the Department of Urban Roads (DUR), Land Valuation Division
(LVD), Municipal Assemblies, Town and Country Planning Department, Environmental
Protection Agencies and Utility Agencies.
10.1 THE DEPARTMENT OF URBAN ROADS (DUR)

The Department of Urban Roads, which is another agency within the Ministry of Roads and
Highways, is a civil service institution responsible for the provision of roads other than trunk
roads in the metropolitan areas. The DUR oversees the overall impact implications on the
other road networks, the Right-Of-Way and alignment issues including utility co-ordination
works and the interface between the north-west roads project.
10.2 THE LAND VALUATION DIVISION (LVD)

The Land Valuation Division (LVD) was formally set up in 1986 to perform functions related
to valuation of various properties for specified purposes and is now a division of the Lands
Commission. The LVD is accordingly the statutory agency responsible for the processing of
compensation claims on compulsory acquisitions. The LVD will be assisted by DUR to
identify and reference permanent and temporary structures and determine compensation
value. The compensation valuation list from the LVB is forwarded to the acquiring agency
for processing and payment.
10.3 THE MUNICIPAL ASSEMBLIES

The Municipal Assemblies involved will play a significant role in the implementation of
resettlement schemes and also serve as media for public education and community
consultations. Some of the administrative structures of the Assemblies, that is, offices of the
Assembly member and the Unit Committees are normally used to inform and educate people
in the project area about the intended projects, their impact and proposed mitigation
measures. The Assembly members also act as witnesses during payment of Supplemental
Assistance to PAPs.
10.4 TOWN AND COUNTRY PLANNING DEPARTMENT (TCPD)

The Department was set up, among others, to ensure that developments are done in an orderly
manner and that land use is maximized. It is responsible for the preparation of layouts for
towns and cities. It also vets and approves layouts from prospective developers (especially
private estate developers) and specifies all reservations based on projected land use plans.
The TCPD receives applications for development permits, vets them and recommends their
approval or otherwise. The TCPD ensures that the ROW is implemented according to the
approved planning schemes on each road.
10.5 THE ENVIRONMENTAL PROTECTION AGENCY (EPA)
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The Environmental Protection Agency (EPA) was established by the Environmental

Protection Agency Act of 1994 (ACT 490). The EPA was charged with the duty of
prescribing standards and guidelines relating to environmental protection and/or pollution.
The Agency may by notice in writing direct any developer carrying on any project to submit
an Environmental Impact Assessment covering the project. The Environmental Assessment
Regulation of 1999 has listed the developments that require clearance with the EPA.
Development of road network is one of the undertakings that require the issuance of
environmental permit before construction can be done.
10.6 UTILITY AGENCIES

The utility companies that are likely to play a role in the resettlement schemes are: the
Electricity Company of Ghana (ECG), Urban Water Company Limited (UWCL) and the
mobile phone companies. These agencies at the appropriate times will disconnect and
reconnect PAPs to their services before and after relocation as the case may be. Special
priority has to be given to PAPs so that they are not treated as usual applicants for services to
their new places.
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11.0 IMPLEMENTATION SCHEDULE

11.1 PURPOSE OF THE IMPLEMENTATION SCHEDULE
The consultant has developed and prepared an Implementation Plan is to help achieve a
successful execution of the resettlement operations. The consultant carried out the following
activities to attain the goal of successful RAP implementation:
Preparation of a census register for the PAPs

Conduct of Socio-economic survey
Categorization of PAPs by activity and location
Assessment of properties by type and location
Preparation of an entitlement Matrix
Preparation of an Implementation Plan
The implementation schedule is summarized in table 47 below:
Table 47 Schedule of Implementation

Task Responsible Agencies Time Frame
Determination of Private valuer, LVD and DUR One week after submission of
compensation level for Environmental Unit Abbreviated RAP
affected persons
Disclosure of Abbreviated DUR Environmental Unit One week after approval of
RAP Abbreviated RAP
Formation of Grievance DUR Environmental Unit Three weeks after approval of
Committee Abbreviated RAP
Payment of compensation Government of Ghana (Ministry One month after compensation
of Finance and Economic has been determined.
Planning),
Relocation of temporary DUR Environmental Unit, One (1) month after receipt of
structures municipal officials compensation
Demolition (Partially or fully) DUR Environmental Unit, Three (3) months after receipt
of immovable structures municipal officials of compensation
11.2 DETERMINATION OF COMPENSATION LEVEL FOR AFFECTED PERSON

Within one week of the approval of the RAP, the DUR Environmental Unit will contact
officials from the LVD to assess the structures in question and determine the level of
compensation for the PAPs.
Page 76 of 114
11.2.1 DISCLOSURE OF THE RAP
The DUR Environmental Unit will disclose the RAP through the news media, websites and
inform the PAPs through the municipal officials in order to publicize the resettlement activity
to the public and other stakeholders. Announcements will also be made on some local FM
radio stations such as Peace FM, Joy FM etc. one week after the approval of the RAP has
been given. In addition, hard copies of the RAP document will be placed in the offices of
DUR Environmental, EPA, and Sub-metros involved for public viewing throughout the
period of construction of the project. The RAP will also be disclosed at a public meeting on
location to give members of the communities the chance to express their views on the
resettlement.
11.2.2 FORMATION OF GRIEVANCE COMMITTEE (GC)
DUR Environment Unit will prepare a TOR for the Grievance Committee specifying the
number, membership, sitting days and procedures. The GC will have a membership of seven
(7) drawn from DUR, the Ga East and Ga West Municipal assemblies within which the
project falls. Three (3) PAPs will serve as the representatives for all the PAPs, one from each
community and one representative from an NGO will be selected to complete the GC team.
11.2.3 PAYMENT OF COMPENSATIONS
DUR Environmental Unit will process the compensation for the PAPs and pay him/her one
month after compensation has been determined and approved by the LVD Board.
Government of Ghana will deliver the payment through DUR Environmental Unit and
Ministry of Local Government Rural Development and the Environment (MLGRDE)
representatives which are the municipalities.
11.2.4 RELOCATION OF TEMPORARY STRUCTURES
One month after receipt of compensation, DUR Environmental Unit and municipal officials
will supervise PAPs to relocate their structures to new locations.
11.2.5 PARTIAL OR FULL DEMOLITION OF IMMOVABLE STRUCTURES
After receipt of their compensations immovable structure owners will have up to three
months, depending on the severity of impact to effect the demolition and relocation. The
process will be supervised by officials from DUR Environmental Unit and the municipalities
concerned under the guidance of project engineers.
Page 77 of 114
12.0 BUDGET AND FUNDING

12.1 SOURCE OF FUNDING
Funding of resettlement activities is incorporated into the project budget and will be provided
by the Government of Ghana.
12.2 ESTIMATED COST OF RESETTLEMENT

In total, it is estimated that resettlement on Pokuase Interchange will cost One Hundred and
Fifty-Nine Million, Nine and Fifty-Two Thousand, Eight Hundred and Forty-Five
Ghana Cedis (GH 159,952,845.00). This is broken down in table 39 as:
Table 48 Estimated Cost of Resettlement

# Description Amount (GH)
1 Permanent Structures 757,870.00
2 Temporary Structures 163,900.00
3 Land 122,118,880.00
Sub Total 123,040,650.00
4 Professional fees valuer's & Legal @ 24,608,130.00
20%
Sub Total 147,648,780.00

5 Implementation activities @ 10% of 12,304,065.00
total compensation
Grand Total 159,952,845.00
The budget for undertaking implementation activities was estimated at ten percent (10%) of
the total compensation budget. Implementation activities include Grievance Committee
activities, site visits and general monitoring and reporting.
Page 78 of 114
13.0 ARRANGEMENTS FOR MONITORING AND

EVALUATION
13.1 PROCESS MONITORING
DUR Environmental Unit will oversee the implementation program and make sure project
activities are executed on time. The objectives of the RAP will be regularly monitored and
evaluated to assess its relevance, efficiency and impact.
Basically, monitoring will ascertain that
PAPs are successfully relocated and re-instated to pre-project levels

Difficulties facing PAPs in the new location are identified and addressed
Record of experiences are kept for future reference
As indicated in table 49 below internal performance monitoring milestones will enable DUR
judge progress on the ground against indicators set out in the RAP.
Table 49 Internal Performance Monitoring Milestones
Indicator Type Milestone
Input Payment of Compensation
Site visits to encourage PAPs to move
Output Construction of new concrete slabs
Relocation of temporary structures
Outcome PAP relocated
Grievance redress procedures established and working
Monitoring results produced
The day to day field supervision will be the responsibility of officials of the DUR
Environmental Unit who will be taxed by DUR to continuously take stock and report to the
Ministry of Roads and Highways (MRH) every week. DUR will bear the cost of monitoring.
13.2 POST-PROJECT EVALUATION

In addition to the periodic evaluation that will be carried out during the planned project
period, an audit will be done upon project completion. The audit will
Appraise the extent of the achievements of the resettlement activities.

Gauge the satisfaction level of the re-located person.
Page 79 of 114
Measure the progress of the person who has been relocated.

Assess the sufficiency of the planned actions carried out.
The following methods shall also be employed to achieve the above objectives:
o Community Meeting
o Completion audit of the PAPs to assess the success of the resettlement
program
13.2.1 COMMUNITY MEETING
Quarterly meetings shall be held with the PAPs. The meetings are expected to give an update
as to the progress being made by the PAPs at their new locations and give them the chance to
voice any problems being encountered.
13.2.2 COMPLETION AUDIT
An audit will be done as a general project audit for the Pokuase Interchange Project to
determine whether the efforts to restore the living standards of the affected population have
been properly designed and executed. This completion audit will verify that all physical
inputs earmarked in the RAP have been delivered and all services provided. The audit will
also evaluate if the mitigation actions prescribed in the RAP have had the desired effect. The
baseline conditions of the affected parties before the relocation will be used as a measure
against their socio-economic status after the resettlement. Questionnaires will be
administered to as many PAPs as can be contacted. In addition to the indicators used in the
baseline survey, the questionnaires will also identify issues such as:
Extent of recovery of business

Structures being used for business or residence
Any expansion or shrinkage in business
Problems encountered
General perception of the relocation
To be effective, the completion audit will take place after all RAP activities have been
completed including development initiatives, but before the financial commitments to the
program are finished. This will allow the flexibility to undertake any corrective action that
the auditors may recommend before the project is completed.
Page 80 of 114
REFERENCES
The 1992 Constitution
State Lands Act (1962) Act 125
Administration of Lands Act (1962) Act 123
Addai-Yeboah, Alice, 2007. Road Sector: Resettlement Policy Framework.
Transport Sector Development Program. Prepared for Ministry of Transportation,
Ghana
The Ghana Land Policy 1999
Page 81 of 114
APPENDICES
Page 82 of 114
FIELD QUESTIONNAIRES
SOCIAL IMPACT ASSESSMENT FOR POKUASE INTERCHANGE

QUESTIONNAIRE FOR PROJECT AFFECTED PERSONS
Date: District/Municipality : Community Name:
Supervisors Name: Interviewers Name:
House/Structure No.: Type of Respondent: Side of Road:
A: BIO-DATA
1. Full Name of Respondent (check with ID):
2. Names of Additional Owners, if

applicable
..
3. Sex: a. Male b. Female
4. Age (in completed years)
5. Residential Address/Tel. No.:
6. Highest Educational Level: a. None b. Primary c. JHS/MSLC d.

SHS/Sec. e. Tech/Voc/Commercial f. Training College (Nursing, teaching etc.) g.
Polytechnic h. University i. Other
(specify).. j. No response
7. Nationality: a. Ghanaian b. Non-Ghanaian (Specify name of country:

)
8. If Ghanaian, what ethnic group: a. Akan b. Ga/Adangme c.

Ewe d. Dagomba
e. Dagaaba f. Other (specify)

.
Page 83 of 114
9. Religion: a. Christian b. Moslem c. Traditional religion d. Other (specify)
10. Marital Status: a. Married b. Single c. Divorced d. Widow/er e.

Separated f. Consensual Union
11. What is your household size?
B: STATUS/ACTIVITY
1. What do you do here? a. Live here b. Work here
2. How long have you lived here?

.
3. What work do you do here?
a. Trader- small (lotto kiosk, kiosk) b. Trader -medium (one-room store, 20ft
container), c. Trader- Large concern (2+room store, 40ft container or wooden structure)
d. Artisan (repairs, fabricators, hairdressers, dressmakers, etc.) e. Large
company/formal business f. Hospitality services g. School
h. Clinic i. Hospital j. Other, specify
4. How long have you been operating at this location?

.
C: STRUCTURES
1. Type of Structure:
a. Kiosk up to (10x12ft) b. Wooden structure c. Shed d. Container (40ft) e.

Container (20ft) f. Container (10ft) g. Sandcrete structure single storey h.
Sandcrete structure multi-storey i. Landcrete structure j. Other
(specify)
2. Use of Structure
a. Residence b. shop c. Office d. Multi use (shop/residence) e. Multi
use (shops/offices)f. Multi use (shops/offices/residence) g. Multi use
(offices/residence) h. Other (specify)..
3. Ownership of Structure:
Who owns this structure: a. Self b. Landlord/lady c. Family of user
d. Dont know e. Other (specify)
Page 84 of 114
4. Facilities available in the structure: a. Pipe borne water b. well c.

Electricity d. Telephone
Land line e. Other, specify
D. BUSINESS DETAILS (For businesses only)
1. Name of Business, if any?
2. Name of Business owner
3. How many businesses do you own in the area proposed for the interchange
.
4. What main products do you sell or produce or repair?
5. (For small, medium or large traders, Artisans: repairers, fabricators, hairdressers and
dressmakers)
How many good business days do you have in

a week?
What is your average turnover on a good day?
What is youraverage turnover on a very bad

day?
What is your average daily profit?
6. (For large company, formal business, consulting firms, hospitality services)
6a. What is the average company turnover per month/year?
6b. How much average profit does the company make per
month/year?.......................................................
7. How many employees, apprentices or helpers does the business have? a. None
Page 85 of 114
b. No. Employees c. No. Apprentices

d. No. Helpers
E. BUSINESS EXPENDITURE
# ITEM AMOUNT/ AMOUNT/W AMOUNT/M AMOUNT/Y

DAY GH EEK GH ONTH GH EAR GH
1 Electricity
.
2 Water
.
3 Telephone
.
4 Transport to work
.
5 Tax
.
6 Wages/Salaries
.
7 Other, Specify
.

F.FARMLANDS/BARELAND/NO STRUCTURE (for those who do not own any

structure)
1. Do you own the affected farm land/Land? a. Yes B. No
2. If yes, how did you get it? a.Family land b. Out-right purchase c.Gift
d. Other (specify)
3. If No, how did you get it? a. lease b. rent c. gift to be used for a short period
d. subletting e. Other
(specify).
4. (a) If you pay/paid cash indicate how much (in GH) did or do you pay for the
following:
Page 86 of 114
TERMS One- 1-Year 2-Years 5-Years More than 10

time Years
payment
Out-right purchase/acre
Lease/acre
Rent/acre
4. (b) If you pay/paid in kind, describe the arrangement:
5. Farm Details (For PAPs who are using the affected land for farming)
Name of crop Size of farm being Average Turnover Average Profit

taken by project (in (GH) (GH)
acres)
Eg. Okro 2 50 per week 15 per week
G. KNOWLEDGE ABOUT THE PROJECT
1. What have you heard about the project?
2. From where did you get the information

.
3. Is this your usual source of information? a. Yes (If yes, skip to section G)
b. No
4. (If No), what is your usual source of information? a. Radio (station

)
Page 87 of 114
b. Friends/neighbors c. Assembly man d. Newspapers e.TV (station

) f. Internet Other (specify)
H. PROJECT IMPACTS - CONSTRUCTION PHASE (When there will be scrapping,

digging of trenches, dust, noise, diversion of traffic etc.)
1. What could be the positive impacts of the project construction phase on the living
standards of the people in the area?

2. How can the positive impacts be enhanced?

3. What could be the negative impacts of the project construction phase on the living
standards of the people in the area?

4. What measures should be adopted to avoid, reduce and mitigate the negative impacts?

I. PROJECT IMPACTS - OPERATIONS PHASE (When the speed of traffic may

become faster, the view from your building may be blocked etc.)
1. What could be the positive impacts of the project operational phase on the living standards
of the people in the area?
2. How can the positive impacts be enhanced?
3. What could be the negative impacts of the project operational phase on the living standards
of the people in the area?
Page 88 of 114
4. What measures should be adopted to avoid, reduce and mitigate the negative impacts?
J. RESETTLEMENT
1. What should be done for people whose houses/structures/crops are affected by demolition
because of the project?
2. Are there alternative lands in the community for people whose structures are demolished to
rebuild their structures? a. Yes b. No
3. What conditions must be satisfied to acquire land for the new structures?
K. CONCERNS
1. Do you have any particular concerns about the project which you will like to make known
at this
stage?

Page 89 of 114
Page 90 of 114
OTHER LIKELY AFFECTED GROUPS

PROFILE / LIST OF POKUASE A.C.P TAXI DRIVERS UNION
# NAME AGE SEX OCCUPATION EDUCATIONAL POSITION PHONE
LEVEL NUMBER
1 Franklin 61 Male Driver MSLC Chairman 20200323

Akogo
2 Aryei 42 Male Driver MSLC Vice 242341900

Theophilus President
3 Baba Zaah 52 Male Driver MSLC Treasurer 279482232

Theo
4 Seth Appiah 28 Male Driver MSLC Secretary 275332039
5 Isaac Kumah 53 Male Driver MSLC Station 202607863

Master
6 Richard 54 Male Driver MSLC Assistant 244920664

Ayettey Station
Master
7 Oppong 30 Male Driver MSLC Member 572611260

Francis
8 Kwashikor 41 Male Driver MSLC Member 200200053

Emmanuel
9 Mensah 49 Male Driver MSLC Member 242826801

Nicholas
10 Arthur Samuel 42 Male Driver MSLC Member 277119278
11 Aban John 30 Male Driver MSLC Member 277147752

Ashie
12 Nartey 28 Male Driver MSLC Member 244617167

Emmanuel
13 Adjei Randy 31 Male Driver MSLC Member 267779350
14 Kwakye Lord 38 Male Driver MSLC Member 266854437
15 Amankwa 62 Male Driver MSLC Member 271287930

Andrews
16 Asamoah 39 Male Driver MSLC Member 276044525

Alexanda
17 Adom 34 Male Driver MSLC Member 242126652

K.Francis
18 Sasu James 44 Male Driver MSLC Member 244811759

Kofi
19 Quaye 36 Male Driver MSLC Member 203645602

Benjamin
Page 91 of 114
20 Enoch 33 Male Driver MSLC Member 204051700

O.Appiah
21 Lartey Nii 32 Male Driver MSLC Member 272937912
22 Akoi Kwaku 49 Male Driver MSLC Member 247819340
23 Oten Williams 35 Male Driver MSLC Member 542035826
24 Maxwell 34 Male Driver MSLC Member 246847247

Boakye
25 Agyepong 30 Male Driver MSLC Member 247623097

Samuel
26 Amponsah 38 Male Driver MSLC Member 244704481

Joseph
27 Amoako 35 Male Driver MSLC Member 549585337

Micheal
28 Joseph Adjei 54 Male Driver MSLC Member 273326255

Boye
29 Emma 27 Male Driver MSLC Member 508738678

Kwakye
30 Stephen 30 Male Driver MSLC Member 249494499

Kwakye
31 Owusu 34 Male Driver MSLC Member 241430329

Kwadwo
32 Amponsah 30 Male Driver MSLC Member 540558575

Stephen
33 Atsu Baba 35 Male Driver MSLC Member 272401381
34 Junior Baba 27 Male Driver MSLC Member 546658535

Zaah Theo
35 Boateng 50 Male Driver MSLC Member 279719286

Joseph
36 Brown Paul 45 Male Driver MSLC Member 247825484

Kwame
37 Aryee Collins 25 Male Driver MSLC Member 242372221

Nii
38 Kisi George 36 Male Driver MSLC Member 576232555
39 Duho Mawuli 42 Male Driver MSLC Member 275728598
40 Dankwah 29 Male Driver MSLC Member 241457783

Fredrick
41 Duah David 33 Male Driver MSLC Member 236066785
Page 92 of 114
PROFILE / LIST OF POKUASE A.C.P TANKER DRIVERS ASSOCIATION
# NAME POSITION PHONE NUMBER
1 Emmanuel Nyavor Chairman 243264532
2 Kweku Appeu Vice Chairman 206339639
3 Seth Amoabeng Treasurer 243627491
4 Abeka Anthony Secretary 242907161
5 Ogbordjor Solomon Vice Secretary 244425216
6 Simon Amenyona Station Master 242101881
7 Emmanauel Frimpong Vice Station 244434905

Master
8 Issac Tetteh Chief Driver 277732783
9 David Nartey Driver 243076609
10 Samuel Nyarkor Driver 241784368
11 Peter Owusu Driver 245951804
12 Emmanuel Seku Driver 247933969
13 Foster Kweku Driver 244025253
14 Emmanuel Adjei Driver 243920794
15 Foli Kpanenou Driver 244427549
16 Osei Sampson Driver 243518128
17 Charles Akli Driver 242774409
18 John Apedu Driver 245677319
19 Jonathan Commey Driver 208153201
20 Bashiru Fuseni Driver 244213236
21 David Amoah Driver 205573162
22 David Amoako Driver 242618592
23 Danso Emmanuel Driver 207110186
24 Kwame Sala Driver 542349814
25 Wisdom Henna Driver 246585776
26 Christopher Tsikata Driver 245214653
27 Peter Amaglo Driver 248293910
Page 93 of 114
28 Emmanuel K.Frimpong Driver 277307686
29 Opoku Kwateng Driver 573069339
30 Sajin Johnson Driver 244177898
31 Samuel Owusu Driver 277616919

Bampoh
32 Theophelus Driver 243106932

Avorbgedor
33 Kwabena Kyei Driver 208115827
34 Amoah Francis Driver 242646323
35 Obeng Appiah Driver 204051700
36 David Dompreh Driver 570567494
37 N/A N/A N/A
38 N/A N/A N/A
39 N/A N/A N/A
40 N/A N/A N/A
** N/A means Data not Available
Page 94 of 114
DATA TABLES
Nationality of PAPs
Nationality Male Female Total

Ghanaian 156 48.3 164 50.8 320 99.1
Nigerian 1 0.3 1 0.3 2 0.6
Total 158 48.9 165 51.1 323 100
BARELAND / FARMLAND / NO STRUCTURE
Category of Land Affected
Category of Land Male Female Total

Bareland 14 60.9 6 26.1 20 87.0
Farmland 2 8.7 2 8.7
Land used for 1 4.3 1 4.3
Horticulture
Total 17 73.9 6 26.1 23 100
Means by occupying the Affected land
Means Male Female Total
Out-right purchase 12 52.2 4 17.4 16 69.6
Family land 3 13.0 1 4.3 4 17.4
Gift to be used for a short 2 8.7 1 4.3 3 13.0

period
Total 17 73.9 6 26.1 23 100
Page 95 of 114
Amount Paid for Outright purchase of Land

GH500-1000 3 18.8 3 18.8
GH1001-1500 1 6.3 2 12.5 3 18.8
GH1501-2000 3 18.8 3 18.8
Above GH5000 3 18.8 3 18.8
Don't remember 1 6.3 1 6.3
No response 1 6.3 2 12.5 3 18.8
Total 12 75.0 4 25 16 100
Farm Details
Note: Among the two (2) PAPs who have their farmland likely to be affected were a 51 year
old male who had cultivated plantain on about quarter of an acre plot of land for home
consumption whilst the other (30 yrs) had cultivated maize and cassava on an acre of land.
According to the latter, the average turnover for both the cassava and the maize accrued to
GH 300.00 per month with an average GH 100 as his profit.
Another male also practice horticulture and exhibited plants such as royal palm, Togo Palm
and Visial palm.
Project impacts Constructional phase

Positive impact of the project constructional phase
Impact Male Female Total

No positive impact 39 12.1 43 13.3 82 25.4
Demolishing of illegal Structures will 1 0.3 1 0.3
prevent flood
Easy access to destinations 8 2.5 3 0.9 11 3.4
High level of employment 76 23.5 67 20.7 143 44.3
It will attract investors and will boost 16 5.0 43 13.3 59 18.3
trading activities in the community
Transportation fares will reduce 2 0.6 2 0.6 4 1.2
No response 9 2.8 2 0.6 11 3.4
Don't know 8 2.5 4 1.2 12 3.7
Total 158 48.9 165 51.1 323 100
Page 96 of 114
Enhancement of Positive Impact
Enhancement Male Female Total

Employ capable and competent local community 39 17.4 41 18.3 80 35.7
members for the job
The work should be continuous and should be 10 4.5 7 3.1 17 7.6
completed on time
Affected persons should cooperate with the 2 0.9 2 0.9 4 1.8
exercise
Attach seriousness to work/good work must be 7 3.1 7 3.1 14 6.3
done
Contractors should create space for food vendors 6 2.7 13 5.8 19 8.5
Educate community members on the project 0.0 1 0.4 1 0.4
Encourage workers to buy from traders in the 0.0 10 4.5 10 4.5
community
Investors should be given the chance to operate 1 0.4 7 3.1 8 3.6
Maintain good relationship between workers and 5 2.2 5 2.2 10 4.5
town folks
Provision of alternative routes 5 2.2 2 0.9 7 3.1
The workers' pay should be good and must be on 8 3.6 10 4.5 18 8.0
time
No response 14 6.3 10 4.5 24 10.7
Don't know 7 3.1 5 2.2 12 5.4
Total 104 46.4 120 53.6 224 100
Negative impact of the project Constructions phase

No negative impact 3 0.9 5 1.5 8 2.5
Likely demolition of properties/businesses 70 21.7 59 18.3 129 39.9
Disruption in supply of utility services 1 0.3 1 0.3
Dust, noise, road diversion and erosion 63 19.5 65 20.1 128 39.6
High cost of relocation 1 0.3 2 0.6 3 0.9
Work may be abandoned and not 1 0.3 0.0 1 0.3
completed
Impede influx of customers 2 0.6 3 0.9 5 1.5
Increase in diseases 7 2.2 8 2.5 15 4.6
Increase in transport fares due to road 6 1.9 8 2.5 14 4.3
block and traffic
The area may be prone to accidents 3 0.9 13 4.0 16 5.0
No response 1 0.3 1 0.3 2 0.6
Don't know 1 0.3 1 0.3
Total 158 48.9 165 51.1 323 100
Page 97 of 114
Measures adopted to avoid, reduce and mitigate negative impacts
Measures Male Female Total

Compensation and resettlement 50 15.5 44 13.6 94 29.1
Use sprinklers to reduce dust 54 16.7 59 18.3 113 35.0
Construct Drainage systems 3 0.9 3 0.9
Continuous work should be done for work to 11 3.4 12 3.7 23 7.1
be completed on time
Notify owners before work starts 5 1.5 7 2.2 12 3.7
Precautionary measures should be taken to 7 2.2 16 5.0 23 7.1
avoid accidents at construction sites
Provide alternative routes for vehicles 4 1.2 7 2.2 11 3.4
There should be police and other personnel to 2 0.6 2 0.6 4 1.2
direct traffic
Work should be done by experts 1 0.3 1 0.3
Commercial road must not be constructed in 1 0.3 1 0.3
residential area
Don't know 7 2.2 4 1.2 11 3.4
No response 9 2.8 7 2.2 16 5.0
Total 158 48.9 165 51.1 323 100
PROJECT IMPACT - OPERATIONAL PHASE
Positive impact of the project operational phase

No positive impact 2 0.6 2 0.6 4 1.2
Development and beautification of the 39 12.1 32 9.9 71 22.0
community
Faster, easier and lower cost of 88 27.2 76 23.5 164 50.8
transportation than before
Improve economic activities in the 14 4.3 22 6.8 36 11.1
community
Improve road infrastructure and mitigate 6 1.9 18 5.6 24 7.4
dust level in the community
Reduce flooding and road accidents 7 2.2 12 3.7 19 5.9
Don't know 3 0.9 3 0.9
Total 158 48.9 165 51.1 323 100
Page 98 of 114
Enhancement of the Positive impact Operational Phase
Enhancement Male Female Total

Affected owners must be adequately compensated 3 1.0 3 1.0
and they should co-operate with the government
Construct additional minor roads 3 1.0 1 0.3 4 1.3
Educate drivers on road safety 7 2.2 5 1.6 12 3.8
Ensure proper and regular road maintenance 24 7.6 29 9.2 53 16.9
Establish markets, stations and employ more 9 2.9 14 4.5 23 7.3
commercial vehicles
Road design should include bus stop, crossings, 21 6.7 30 9.6 51 16.2
speed rumps and street lights
Supervise contractors to do a good job 35 11.1 39 12.4 74 23.6
The road should be well done and should be started 22 7.0 20 6.4 42 13.4
and completed on time
No response 21 6.7 18 5.7 39 12.4
Don't know 9 2.9 4 1.3 13 4.1
Total 154 49.0 160 51.0 314 100
Negative impact of the project Operational phase

No negative impact 37 11.5 26 8.0 63 19.5
Over speeding may cause accidents 62 19.2 74 22.9 136 42.1
Accessing the road as a pedestrian becomes 8 2.5 6 1.9 14 4.3
more difficult
Some affected people may not be resettled 3 0.9 3 0.9
Some businesses/shops might lose their value 8 2.5 11 3.4 19 5.9
The road may not be properly designed and 24 7.4 32 9.9 56 17.3
without drainage systems
Increase in social vices 4 1.2 1 0.3 5 1.5
Workers abandoning site without clearing up 0.0 1 0.3 1 0.3
after project
No response 9 2.8 11 3.4 20 6.2
Don't know 3 0.9 3 0.9 6 1.9
Total 158 48.9 165 51.1 323 100
Page 99 of 114
Measures adopted to avoid, reduce and mitigate negative impacts of the operational
phase
Measures Male Female Total

Road design should include speed ramps, 71 31.7 81 36.2 152 67.9
traffic lights, zebra crossing, bus stops and
street lights
Educate drivers and other road users on over 3 1.3 8 3.6 11 4.9
speeding
Police patrols and police check points 5 2.2 9 4.0 14 6.3
Prior Notice 2 0.9 2 0.9
Road should have a pedestrian walkway 7 3.1 5 2.2 12 5.4
Those displaced should be compensated and 6 2.7 7 3.1 13 5.8
resettled
Distill drainage regularly 2 0.9 2 0.9
Clear site after project 1 0.4 1 0.4
Don't know 1 0.4 6 2.7 7 3.1
No response 8 3.6 2 0.9 10 4.5
Total 105 46.9 119 53.1 224 100
Resettlement
Preferred Mode of Compensation
Mode of Compensation Male Female Total

Cash compensation 111 34.4 104 32.2 215 66.6
Resettlement at a place of my 16 5.0 16 5.0 32 9.9
choice
Replace Affected part of the 3 0.9 6 1.9 9 2.8
structure
Resettlement and Cash 27 8.4 36 11.1 63 19.5
Compensation
Government should decide 1 0.3 1 0.3
Can't tell 3 0.9 3 0.9
Total 158 48.9 165 51.1 323 100
Availability of alternative lands in the community for relocation
Response Male Female Total

Yes 18 5.6 22 6.8 40 12.4
No 131 40.6 129 39.9 260 80.5
Don't 9 2.8 14 4.3 23 7.1
Page 100 of 114

Know
Total 158 48.9 165 51.1 323 100
Conditions required to acquire land for new structure
Conditions Male Female Total

Consult the chief of Ayawaso 10 25.0 8 20.0 18 45
Consult Land Owner 7 17.5 4 10.0 11 27.5
Having the required amount for 1 2.5 7 17.5 8 20
the land
Can't tell 3 7.5 3 7.5
Total 18 45.0 22 55.0 40 100
Page 101 of 114

Vol 7. Autp - Draft Final Report - Rap - Sept 15

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Vol 7. Autp - Draft Final Report - Rap - Sept 15

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MINISTRY OF ROADS AND HIGHWAYS

DEPARTMENT OF URBAN ROADS

ACCRA URBAN TRANSPORT PROJECT (AUTP),

ASSOCIATED CONSULTANTS LTD.

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

11.0 IMPLEMENTATION SCHEDULE .................................................................................. 76

Page iii of 114

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Table 1: Pokuase Interchage - Local Roads ............................................................................. 11

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Table 41 Meeting with ACP Estates Limited, Pokuase ........................................................ 55

Page vii of 114

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Page viii of 114

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Table ES 1 Schedule of Implementation

Page xii of 114

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

The Awoshie-Pokuase road, which is currently under construction, is expected to improve

1.2 DESCRIPTION OF THE PROJECT LOCATION

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Figure 1 A Map Showing the Project Location

Old Awoshie Road

Awoshie-Pokuase Road Nsawam Road

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

1.3 OBJECTIVES OF THE RESETTLEMENT ACTION PLAN (RAP)

The specific objectives of the RAP are as follows:

1.4 THE SCOPE OF THE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Desk Review of Project Background Documents and Previous Studies

Detailed Design, Procurement and Construction Supervision of Bus Type B

Ghana Environmental Protection Agency (EPA) Act, 1994 (Act 490)

Data Processing and Reporting:

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

2.0 PROJECT DESCRIPTION

2.1 PROJECT COMPONENTS

1. Construction of an Interchange at Pokuase

Other components are

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

2.1.1 DESCRIPTION OF POKUASE INTERCHANGE

Figure 2: A Map Showing Project Location

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

3-Tier Modified Semi-Directional Layout 2-Tier Parclo Layout

Pokuase Semi Directional Layout

Figure 3: Interchange Alternative Designs Considered

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Figure 4: Selected Interchange Design and access roads

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

2.1.2 DESCRIPTION OF 10KM ACCESS ROADS

Table 1: Pokuase Interchage - Local Roads

No. Access Road Name Length(km)

POKUASE INTERCHANGE RESETTLEMENT ACTION PLAN (RAP)

Gender empowerment aspect of the project aims at strengthening womens businesses

Ghana National Tailors and Dressmakers Association-Amasaman Zone