National security operatives have launched a high-stakes enforcement exercise at major transport hubs in the capital to suppress the wave of arbitrary fare increases currently burdening commuters.
The intervention follows widespread reports of commercial drivers unilaterally raising prices to compensate for what they described as worsening traffic congestion and rising operational costs.
The Nkrumah Circle Operation
In a vivid scene captured on Thursday, January 15, 2026, a specialised task force moved into the Kwame Nkrumah Interchange area, a critical transit node for thousands of workers.
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Adom TV’s Tracy Akosua Agyapomaa reported that at least five national security operatives were spotted on the ground, actively monitoring transactions between passengers and transport conductors.
The team’s presence yielded immediate results.
In one instance, operatives intercepted a vehicle that was charging passengers rates significantly higher than the officially gazetted fares. The task force swiftly intervened, ordering the driver to revert to the approved pricing structure before being allowed to proceed with the journey.
The ‘Traffic Tax’ Justification
The clampdown comes as ‘trotro’ operators argue that the current legal fare structure is no longer viable.
Drivers on the Circle-to-Dome route, for example, have cited “orders from above” from station masters to increase prices due to the sheer volume of time lost in gridlock.
“Of late, the traffic has been worrying. We could be in the traffic for almost two to three hours,” one conductor explained. “So if we do not increase the price, it goes against us.”
While the security task force provides immediate relief to passengers, the underlying crisis in the transport sector remains volatile:
- Sector Instability: The Concerned Drivers Association has intensified calls for the dismissal of the Transport Minister, accusing the leadership of failing to implement long-promised spatial and transport master plans that could alleviate congestion.
- Operational Costs: While spare parts prices for most vehicles have remained stable, the Abossey Okai Spare Parts Dealers Association noted that costs for Mercedes-Benz Sprinter components—the backbone of the city’s transport fleet—have seen sharp increases.
Government and GPRTU at Loggerheads
The government has been quick to condemn the unauthorised increases.
The Minister of State in charge of Government Communication, Felix Kwakye Ofosu, has urged the public to resist paying any fare that has not been officially gazetted.
He maintained that while the government acknowledges the challenges, unilateral hikes undermine the social contract and economic stability.
However, the Ghana Private Road Transport Union (GPRTU) has signalled that its members are at a breaking point.
While the union has officially called for calm, local branches have expressed that the delay in reviewing the standard fare structure—amidst rising operational costs—is forcing drivers to take matters into their own hands to avoid total business collapse.
The Abossey Okai Contradiction
The drivers’ claims of unbearable operational costs have been partially challenged by the Abossey Okai Spare Parts Dealers Association.
The only outlier in this stability is the Mercedes-Benz Sprinter vehicle.
Speaking in an interview, Mr Otchere explained that components for private vehicles, including Toyota Vitz cars commonly used by ride-hailing services, have seen significant price reductions.
“If you come to the Toyota Vitz with Uber and everything, prices have dropped. Batteries and others, too. The dollar is down, so there is no reason why we should be raising our prices,” he said.
According to him, the only notable challenge in the market relates to spare parts for Sprinter buses, which are widely used for public transport, and the individuals who import and sell those vehicles.
“We have a challenge with the Sprinter buses and the people who sell the Sprinters. That’s the only challenge we have. Aside from that, if you go to all the stores around here, prices have dropped,” he noted.
Mr Otchere supported his claims with examples, indicating that engines which previously sold for GH¢15,000 are now going for about GH¢10,000, while engine oil prices have dropped from GH¢600 to GH¢350. He added that batteries, once sold for GH¢1,700, are now priced between GH¢1,000 and GH¢1,002.
He also commended the government for stabilising the currency and creating conditions that have led to reduced prices in the spare parts market.
“Prices have dropped, and we have to give credit to the government. They are doing a very good job,” Mr Otchere stated.
What does the law say?
In Ghana, charging unapproved transport fares is prohibited by various local government instruments, notably the Operation of Commercial Vehicles By-laws, 2017, of the Accra Metropolitan Assembly (AMA), and similar regulations in other urban areas like Kumasi.
Violating these rules is a criminal offence punishable by law.
Key details regarding the bylaws and their enforcement:
- Prohibition of Overcharging: The bylaws specifically state that commercial drivers must not charge more than the official rates agreed upon by the metropolitan or municipal assembly and the recognised transport unions.
- Mandatory Destination Transport: Drivers are required to transport passengers to their destination stations without forcing them to alight and re-board to charge additional fares, a common practice to inflate costs.
- Penalties: Offenders face various sanctions, including prosecution, fines (e.g., between GH¢500 and GH¢1,500 in Kumasi), and the impoundment of their vehicles.
- Enforcement Efforts: Metropolitan Security Councils (METSEC), local assembly task forces, and the Ghana Police Service collaborate to conduct special operations to ensure compliance and arrest defaulting drivers. The Ghana Private Road Transport Union (GPRTU) also has internal bylaws for its members and has urged authorities to clamp down on drivers outside the union who distort fares.
- Public Advisory: Both government officials and transport union leaders advise passengers to resist paying more than the approved fares and to report instances of overcharging to the nearest police station or transport authorities.
For more information on the specific bylaws in Accra, you can visit the Accra Metropolitan Assembly (AMA) website. Information for the Kumasi area is available on the Kumasi Metropolitan Assembly website.
The Road Ahead
The Land Use and Spatial Planning Authority (LUSPA) has previously stated that the solutions to these crises are already documented in €2.4 million worth of idle transport blueprints.
Until these “arterial bus systems” and traffic management plans are implemented, temporary security interventions like the one at Circle may remain the only shield for the Ghanaian commuter against predatory pricing.
In a disclosure on Joy FM’s Super Morning Show on Thursday, January 15, 2026, Mr. Benedict Arkhurst, the Head of Plan Preparation at the Land Use and Spatial Planning Authority (LUSPA), revealed that comprehensive solutions to Accra’s transport crisis were fully developed nearly a decade ago but have been largely ignored by successive administrations.
According to Mr. Arkhurst, the government, with international backing, heavily invested in diagnostic frameworks intended to revolutionise national and urban mobility.
These documents were not mere suggestions but high-level strategies prepared by experts to address the very congestion currently paralysing the city.
The investments include:
- €2 Million National Spatial Development Framework: A macro-level plan designed to coordinate infrastructure across the country.
- $500,000 Accra-Specific Transport Plan (2017): A targeted blueprint for the Greater Accra Metropolitan Area (GAMA) focused on decongestion and urban flow.
“The government sponsored these plans for them to be prepared… what is now required is the political will and the commitment to say that we want to consciously solve the issue,” Mr Arkhurst stated.
Perhaps the most alarming revelation was the fast-approaching expiration dates of these multi-million-euro documents.
Many spatial plans are designed with 15-to-20-year lifespans, and with a decade already passed since their inception, their relevance is beginning to wane.
“Some of the plans have three years to expire… and we are almost 10 years through the implementation phase, but nothing has been done,” he bemoaned.
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