Ghana’s struggle to move millions of people efficiently within its rapidly expanding cities is increasingly raising questions about whether the country’s public transport system can be transformed without placing the entire financial burden on the government. From commuters spending hours waiting for vehicles to workers losing productive time in traffic, the cost of inefficient urban transportation extends beyond fares, affecting household incomes, business operations and national productivity. A private-sector investment model, inspired by the fleet management and ownership arrangements associated with intercity transport operators such as VIP, offers a different approach to addressing the challenge.
The concept extends the model of professionally managed intercity bus operations into intra-city transportation, allowing established private transport companies to operate larger buses within cities while mobilising investment from individuals who may not necessarily have the financial capacity to purchase an entire vehicle.
Under this arrangement, a company such as VIP would operate urban bus services, with private individuals financing the acquisition of buses. Investors could either purchase entire buses and hand them over to the company to operate under an agreed investment arrangement or contribute smaller amounts towards a jointly financed fleet. The transport company would take responsibility for drivers, maintenance, operations, scheduling and other management requirements, while investors receive returns according to clearly defined contractual agreements.
The model also creates an investment pathway for existing trotro owners. Rather than independently purchasing and managing another minibus, operators could redirect their capital into a professionally managed bus company and retain an interest in the transport business. Those unable to finance an entire bus could participate through pooled investments, allowing several individuals to collectively finance vehicles and share the proceeds.
Its economic appeal lies in the possibility of mobilising capital that would otherwise remain fragmented among individual vehicle owners. A person who cannot afford a bus costing hundreds of thousands of cedis could potentially invest a smaller amount alongside others. The company, in turn, could use the combined investment to expand its fleet. However, returns would depend on passenger demand, operating costs, financing arrangements and contractual terms, rather than guaranteed monthly payments.
The model addresses persistent weaknesses in Ghana’s urban mobility system. Research published by the OECD identifies walking and trotros as the principal means of daily movement for most residents of Accra. It estimates that 95 per cent of the city’s population primarily relies on these two modes. The organisation also finds that 61 per cent of Accra’s population lives in areas where a market cannot be reached within a 30-minute walk, highlighting the wider accessibility challenges confronting urban residents.
The problem is compounded by rapid urban expansion, inadequate transport infrastructure and a public transport system heavily dependent on privately operated minibuses. A 2024 Accra city research report by the African Cities Research Consortium identifies the dominance of privately owned trotros, weak regulation of minibus operations and the absence of a well-functioning scheduled public transport system as important challenges facing the capital.
Although Ghana already has intra-city bus services through Metro Mass Transit, expanding the participation of established private operators could increase the range of financing and operational capacity available to the sector. Metro Mass Transit itself identifies intra-city transportation as one of its core services, operating on routes within cities such as Accra, Kumasi, Takoradi and Tema.
The Ministry of Transport has also acknowledged the importance of private investment in responding to transport demand. In February 2026, Transport Minister Joseph Bukari Nikpe encouraged private operators to take advantage of opportunities in the sector amid vehicle shortages and long queues at bus stops. He explained: “Government cannot sit and allow the citizens to suffer, so we had to call in the Intercity STC to help salvage the situation while we wait for fleet renewal.”
The arrangement also aligns with the direction outlined in Ghana’s 2020 National Transport Policy, which encourages private investment in commercially viable transport services while assigning government responsibility for creating an enabling regulatory environment. The policy specifically calls for private operators to apply professional management practices, improve service delivery and comply with licensing and safety requirements.
The potential benefits extend beyond the availability of buses. Larger-capacity vehicles could move more passengers per trip, potentially reducing the number of smaller vehicles required to transport the same number of people. For illustration, a 70-seater bus has the capacity to carry approximately four times as many passengers as a 15-seater minibus when both operate at full capacity. This could improve passenger movement and reduce the pressure created by numerous smaller vehicles competing for limited road space, although the actual congestion impact would depend on routes, frequency and passenger demand.
A successful transition, however, would require careful planning. Government must work with transport unions, existing operators, metropolitan assemblies and private investors to establish appropriate routes, designated terminals, reliable schedules and enforceable service standards. Existing trotro operators and drivers must be included in the transition to prevent job displacement and unnecessary conflict within the industry.
Equally important are transparent investment agreements, independent financial assessments, regular vehicle inspections, insurance coverage and clear arrangements for maintenance and investor payments. Authorities must guard against poorly structured investment schemes that expose individuals to financial losses. Affordable fares, accessibility for persons with disabilities and reliable services to underserved communities must also remain central to the arrangement.
The World Bank’s 2025 Ghana Sustainable Cities Strategy identifies urban mobility as a priority for investment, recommending improvements in public transport services and the mobilisation of private capital to address infrastructure and service delivery gaps.
Ultimately, the question facing Ghana is whether its urban transport system can move beyond fragmented vehicle ownership towards a more coordinated, investment-driven model. The private sector already plays a significant role in moving commuters. Harnessing its financial resources and operational capacity through professionally managed bus fleets could create a new direction for the industry. The opportunity is not simply to put more buses on Ghanaian roads, but to build a transport system that moves people more efficiently, attracts investment, protects livelihoods and supports the country’s wider economic ambitions.
