Last Updated- Dec 31, 2009 12:23 - - 0 Comments


Facebook is most popular site in Africa – Report

The social networking site, Facebook has taken the lead as the most popular website visited in Africa, according to a report by Opera.

According to the report Facebook is the most popular site visited by Opera Mini users in six of the 10 African countries covered in the report published December 22, 2009 and it is second in three of the countries where it is not number one.

The report also indicated that Google is very popular in these countries and ahead of Facebook in a few of the top 10 countries.

The top 10 countries using Opera Mini in Africa are (in order): South Africa, Nigeria, Kenya, Egypt, Ghana, Libya, Ivory Coast, Zambia, Tanzania and Namibia.

Nokia and Sony Ericsson handsets are extremely popular in Africa, but Samsung is a significant exception, boasting the most popular phone used by Opera Mini users in South Africa, Zambia and Namibia, the report said.

According to available statistics there are over 10 million Africans on Facebook as at November 3, 2009. Facebook currently has over 300 million users worldwide.

By Emmanuel K. Dogbevi


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First team of Chinese doctors arrive in Ghana

The first batch of a Chinese medical team has arrived in Ghana for a two-year medical mission in the country.

The team is part of over 40 Chinese medical teams working in a number of other African countries.  The first time the Chinese sent a medical team to Africa was back in 1960 at the request of the then Algerian government.

The six-member medical team, which includes experts in cardiology, anesthesiology, neurology and urology, is the first batch of the 11-member medical team. Its members were selected from hospitals in Guangzhou, capital of the southern Chinese province of Guangdong.

By Emmanuel K. Dogbevi


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Indian power company gets Egyptian deal after Ghana failure

The largest power company in India, NTPC Ltd, has been invited by the Egyptian government to set up power projects in the country, according to a Reuters report.

The report indicates that according to the terms of the proposal, Egypt will provide land for the project and pledge long-term purchase of power with guarantee from Egypt’s central bank.

NTPC is setting up the power plants on condition that it will be allowed to source liquefied petroleum gas for its domestic projects which has been running at low efficiency due to fuel shortage.

Meanwhile attempts to secure similar deals from Nigeria, Yemen and Ghana have failed.

Ghana’s deputy Minister of Energy has told ghanabusinessnews.com that the government of Ghana is not interested in investing in power plants and instead is encouraging private power producers to do so.

Dr. Kwabena Donkor also said “the mention of the project in exchange for LPG won’t fly.” He added also that the proposal forom NTPC won’t be accepted by the Ghana government because of the country’s own “conservation agenda.”

By Emmanuel K. Dogbevi


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The Accra-Tema Motorway: A reflection of failed policies

The Accra-Tema Motorway is fast deteriorating, becoming a death trap, with high traffic growth and encroachment of right-of-way, and unless serious efforts are made by the Government to save this vital national asset, traffic build-up and inconveniences to commuters will soon dwarf what exists on other heavily trafficked streets in Accra.

Poor land-use development, excessive axle loading, and substandard maintenance practices are pushing the motorway into an irreversible destructive spiral, posing major threats to productivity and national security.

Ghana built its first and only motorway linking Tema and Accra in 1964 as part of the country s program of transforming Tema into an industrial hub of the newly-independent nation. Among the features of the motorway was a dual carriageway with a median or a central reservation area that completely separated the two carriageways. Like all motorways, the Accra -Tema motorway was designed prohibiting pedestrian movement, parking areas or U-turns. Moreover, until recently, no road joined the motorway at any other section except the entry and exit points.

At 45 years old, the 19km Motorway is the oldest paved road in Ghana. Being a concrete pavement, it is more expensive to construct than asphalt or other bituminous surface roads, but it is more economical to operate over the long term. It is longer lasting, stronger, and requires minimal maintenance. There are several concrete pavements in Europe and North America that are almost 100 years old and the Accra Tema road could have easily attained this status if it had been managed well. Unfortunately, it appears to be in its last days with its elegant and shiny concrete pavement already fading out.

It is showing defects and the condition of the pavement is worsening by the day. Critical observation shows it is rapidly deteriorating as sealant, steel reinforcement damage and cracks are plainly visible.

The 300 metre (900 feet) wide right-of-way was largely preserved until the late 1990 s when development started on the northern end and in the 2000s when the southern strip was re-zoned by the Town and Country Planning Department and sold off by the Lands Commission, while the Ministry and the Ghana Highway Authority appeared unconcerned. New residential areas further north include parts of East Legon, Adjiringano, Trasacco Valley and the Borteiman Estates which are still under development. Developments on the southern end include factories, bonded warehouses, shopping malls, and residential estates.

The absence of road markings delineating overtaking from steady lanes often confounds users unfamiliar with the motorway. The outer lanes are generally intended for normal steady driving, while the inner lanes those closer to the median are intended for overtaking. This is different from some countries in Europe and North America where the outer lane is used for overtaking. The bituminous shoulders, intended for maintenance and emergency use, are converted to a third lane whenever traffic builds up. The shoulders wearing course reels, permitting water seepage, and underscoring the speedy deterioration of the pavement borders.

The economic importance of the motorway cannot be over emphasized as it is the main route for transporting goods to the Tema Harbour, and also passengers and goods to the Volta and Northern Regions from Accra, and countries east of Ghana. It is part of the Trans-West Africa highway network project that ECOWAS member countries are undertaking from Senegal to Nigeria. The Motorway also carries traffic from Accra to Tema (Communities 21, 22, 25) and settlements and communities in Sakumono and Teshie-Nungua.

Environmental management and traffic growth

The motorway is fast losing its environmental attractions and driving quality. The broad view, breathtaking landscape coupled with the serene atmosphere and constant uninterrupted swirling fresh air, used to make plying the motorway a delight. However, these conditions are steadily vanishing as trees and vegetative cover are gradually giving way to brick and mortar, real estate and industrial establishments.

In the dry season, the shrubs and grasses within the median are burnt by those supposed to keep them neat and tidy resulting in brush fires and smoke causing low visibility and environmental hazards to commuters.

Traffic along the Accra-Tema Motorway has grown significantly since the completion of the Ashaiman interchange five years ago, and also due to the use of unapproved access routes at the Sakumono Abattoir area. As a result of rapid urbanization of settlements along the Spintex road, motorists that previously used the Spintex road to and from Accra have diverted their course through the motorway.

A traffic study carried out by Soman Consult for the Ministry of Roads and Highways in 2007 revealed that the total average annual daily traffic (AADT) on the Motorway for both ends was 23,211. It is estimated that while the average national vehicular traffic growth is 15 percent, growth on the motorway corridor is more than 20 percent per annum. At this rate, the total AADT by 2010 will be 45,000. This means an average of 45,000 vehicles will use the motorway each day by end of next year, with cars – 47 percent; four wheel-drives – 18 percent; light buses – 18 percent; and heavy buses and goods trucks – 15 percent.

In just five years, when portions of the former Nungua farm lands restored to the Nungua stool are fully developed, and the Tema Development Corporation completes development of Communities 23 and 24 at the northern end, pressure will increase for more access routes into the Motorway and traffic could build up for a few kilometres from Tetteh-Quarshie interchange. Vehicles could thus spend an average of at least one hour crossing the Motorway.

A Death trap

Beneath the veneer of suitability and comfort lies a feeling of deep displeasure by a section of users that the motorway is undoubtedly becoming a death trap. There has been steady growth in the number of accidents and casualties on the Motorway. Information available indicates that on the average two accidents occur on the motorway daily. The National Road Safety Commission reports that the Motorway recorded 16 fatal accidents within the first two months of 2009, claiming the lives of 18, and injuring 23.

A number of reasons account for the evolving high accident rate on the motorway, one of them being the emergence of passenger stops, about six so far. Drivers drop off passengers on the Motorway and in like manner, passengers converge at various spots along the motorway for transport. Prominent parking areas include the stretch adjoining the Action Chapel, Printex factory and the Ashaiman underpass.

It is on record that accidents have occurred at the drop-off points because drivers, prompted by passengers, suddenly swerve to the outer lane to stop only to cross an oncoming vehicle. Drivers have also misjudged the speed of approaching traffic on the outer lanes. Other causes include low visibility due to poor lighting. There are also complaints by passengers awaiting vehicles, especially in the night, of criminal activities like rape and robbery.

More encroachment

Encroachment on the motorway is an ongoing activity. Buildings and warehouses are springing up rapidly, as if it is a race. Currently, there is a huge ground water tank positioned next to the pavement that will clearly impede future expansion of the motorway. The water tank serves the Accra Mall. Next to this is the show room for a reputable real estate company.

The earlier encroachment on the motorway is stopped, the better. The loss of productivity, the waste of fuel, threats to health, crime and similar costs to the nation would otherwise be colossal. It would be easier to address the problem now than later. The expense and challenge involved in rectifying the problem swells for each day that no action is taken.

It appears Ghanaian leaders and technocrats have learned nothing from the problems Spintex road has caused commuters. This writer advised the authorities about the imminent crisis on the Spintex road as far back as 1997 but nothing was done. Consider that the Government is saddled with paying millions of cedis as compensation for people affected by the expansion of the Motorway extension work N1, financed by the MIDA, an expense that could have been avoided if state institutions had preserved the right of way from encroachment.

The absence of an adequate land-use plan is identified as one of the factors fuelling the rapid encroachment on the Motorway. At this rate, without firm government intervention traffic will become unbearable in the not too distant future, accidents will increase, the motorway will be downgraded to a dual carriageway, and traffic lights and parking lots will have to be introduced. The Motorway will cease to be an express way linking Accra and Tema, and virtually become a street running through several townships and residential settlements.

Financing road maintenance and better management

One major constraint affecting the maintenance of the motorway is inadequate financial resources. Currently, average net revenue paid to the Road Fund is a paltry GH¢62,000 per month, projected to be GH¢750,000 per annum. The operator spends an equivalent amount for recurrent expenditure and operating expenses. Revenues from tolls have increased slightly since the new operator started work about four months ago.

The current toll rates, unchanged since 1998, are out of touch with economic reality and thus funds obtained are grossly inadequate to maintain the motorway. A gradual increase from 5 to 50 pesewas for cars and similar adjustments made for other vehicle types could have generated $60 million over the last 10 years.

A global road toll study conducted by the World Bank ascertained that toll rates in Ghana are currently about one twentieth of what exists in similar low income countries. It is important car rates are increased to 30 Ghana pesewas from 2010, then 50 pesewas from 2011, and GH¢1 from 2012. Should this happen, and further revenue leakages blocked, and current traffic growth are maintained, cumulative receipts for the next 11 years up to 2020 will exceed US$150 million. This is adequate to finance the construction of parallel service roads, asphalt overlay, and interchanges to enhance traffic flow.

Other issues to be addressed include the management of the tolling facilities by operators whose only responsibility is to collect tolls while road maintenance and management remains the responsibility of Ghana Highway Authority (GHA). Similar to the practice in developed countries, it is important that GHA recruits highway management services firms that will not only collect tolls but also undertake technical work on the entire carriageway.

There is an urgent need to institute a body to regulate all toll roads in Ghana. The Ministry s responsibility must be handed over to a body, established by an act of Parliament, mandated to act as a separate National Road Toll Authority not only for the Motorway but also all other roads in Ghana. This will ensure that politicians are taken out of the decision making process in determining the level of rates.

The thinking underpinning management of the motorway must move away from treating it as a social service managed by a bureaucracy and funded by the tax payer, towards a more commercial approach which imposes a form of surrogate market discipline or competition, much like other utilities.

Enforcing Executive Instrument on the Motorway

In March 1973, an Executive Instrument was passed declaring the Accra – Tema Motorway as a legal entity with prescribed tolls for various categories of vehicles (EI 46 of 1973). The EI, which was not enforced, must be revised in the light of present developments, not limiting it to the carriageway, but including the Ashaiman interchange and the entire right-of-way. This is necessary because state institutions are unable to protect the Motorway. In 2004, residents of East Legon brought a legal action and won the case against the Town and Country Planning Department for re-zoning and allocating parts of the motorway to developers.

Future development

Given the rapid traffic growth on the motorway, many factories have encroached on the right-of-way and opened up access routes directly onto the pavement. It is important that design features and tolling systems should take into account the peculiar needs and constraints of the industries to create access to their work places. If reasonable and convenient alternative routes are not available, there is likely to be agitation by users. There is the need therefore to construct frontage roads running parallel to the Motorway that will provide access to homes and businesses that have been cut off.

A gradual increase in road tolls will yield adequate funds to finance asphalt overlay over the concrete road, provide bright street lights, finance expansion of the existing two lanes to three in either direction, provide frontage/service roads running parallel to the motorway, and finance the construction of two more interchanges, one at the Abattoir and the other at Trasacco Valley. The Ministry of Roads and Highways and the GHA must lead towards the preparation of an investment plan and better management models.

The new Lands Commission and national security have shown strong commitment to preserve the motorway by advertising for the removal of properties that fall within 50 meters (150 feet) from the center line. The Government must be highly commended for this action. Unfortunately, 150 feet is not adequate to support future expansion and must be increased to 250 feet. Nevertheless, Ghanaians must throw their weight behind the efforts of the authorities to improve conditions along the corridor.

If we do not solve this problem today, we shall be creating bigger problems for ourselves in the near future. It would cost about $300 million to construct a similar road, considering its features and embankments. As a developing country, we have the benefit of learning from other people and countries to solve our problems. The downgrading of the motorway to a dual carriageway is imminent, but Government must lead the way in avoiding further crisis on the corridor.

By Charles Kwame Boakye

Institute for Infrastructure Development, Accra

cboakye@infrastructureghana.org


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Ghana gets $650m China support since 2006

Yu Wenzhe - Chinese Ambassador to Ghana

China Wednesday granted Ghana two concessional financial facilities totalling 100 million Chinese yuan, approximately $14.65 million.

They are a 60 million Chinese Yuan grant and a 40 million Chinese Yuan interest-free loan which are general financial supports that the governments of Ghana and China will decide on the areas to apply them.

This brings to $650 million total Chinese financial support and loans to Ghana since 2006, a portfolio which is set to increase substantially if other loans and support requests presented in the spirit of the Sino-Africa Summit in 2006 are approved.

The Minister of Finance and Economic Planning, Dr Kwabena Duffuor, signed on behalf of Ghana, while the Chinese Ambassador to Ghana, Mr Yu Wenzhe, signed on behalf of China.

According to the agreement, the two governments would later agree on areas where the assistance would be channelled.

The new financing is an improvement over the previous portfolio, which Mr Wenzhe explained was because the government’s people-centred agenda was akin to what China espoused and practised.

In May this year, the Chinese government signed a 20 million yuan grant and a 10 million interest-free loan agreements with Ghana, while last year saw Ghana receiving a 20 million yuan grant and a 30 million yuan interest-free loan from China.

Although the areas where the facilities are to be spent are yet to be determined, in the past such open-ended facilities had been used on infrastructural development such as the Ministry of Defence offices, the National Theatre, the first phase of the National Communications Backbone Infrastructure Project, the University of Ghana ICT-Enabled Distance Learning Project, as well as some road projects.

This year, the Chinese government has already made a commitment to rebuild the burnt office of the Ministry of Foreign Affairs and Regional Integration.

Dr Duffuor expressed satisfaction at the various projects embarked on by the Chinese government through the interest-free loans and preferential buyer’s credit of the Chinese Export-Import Bank and pledged the government’s commitment to continue ongoing projects and stand by previous agreements.

“I wish to assure the Government of China of this government’s commitment to continue the implementation of all Chinese Government-supported projects initiated by the previous government that fall within the priorities of our administration,” Dr Duffuor stated.

He, however, appealed to the Chinese Government to consider and approve Ghana’s applications for concessional loans for the implementation of projects in critical areas of the economy, such as health, roads, railways, water and agriculture.

For his part, Mr Wenzhe said the relations between Ghana and China dated back to the 1950s and that the country’s new people-centred agenda was also the refrain of China.

He pledged his country’s commitment to deliver quality in all the projects it was executing and on schedule so that its collaboration with Ghana would benefit the two countries.

“I am sure this friendship will bring tangible results and benefits to the peoples of our two countries,” Mr Wenzhe stated.

Source: Daily Graphic


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Ghana stocks up on GOIL gains

The GSE-All Share Index rose 5.58 points on Wednesday on the back of gains in Ghana Oil Company (GOIL) to close at 5,545.79 points from 5,440.21 points at the previous session.

The gain reduces the year-to-date loss to 47.80 per cent.

Traded volumes fell to 57,021 shares down from 64,702 shares.

The only price change on the broader market stood in the name of GOIL, which went up by GH¢0.02 at GH¢0.17.

Market Capitalisation ended the session at GH¢15,834.82, up from GH¢15,780.96 million on Tuesday.

Source: GNA


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Ghana journalists educated on Single Spine Salary structure

Human Resource (HR) Managers could face sanctions if they fail to notify the Fair Wages and Salaries Commission (FWSC) to terminate inducement packages after beneficiaries have been transferred from deprived areas.

Mr John A.V. Dinduyella, Director in Charge of Performance Management, FWSC, addressing journalists at a Forum on Wednesday said the sanctions would include dismissal or refund of such monies into government chest.

He therefore urged all HR Managers to be alert and up to the task of monitoring all employees to prevent financial loss to the state.

The first ever press forum was aimed at providing the media with an overview of the processes leading to the development of a new Public Service Pay Policy for Ghana, dubbed: “Single Spine Salary Structure, (SSSS).”

It also formed part of the broad public education and communication strategy of the FWSC.

The SSSS is a unified salary structure that places all public sector employees on one vertical structure with incremental pay points from the lowest to the highest in an organisation.

Mr Dinduyella said the Commission was also assisting HR, Payroll and accounting officers of the various public sector institutions as well as their union and association representatives, to build the needed capacity for effective operation.

He said in addition to this a software was being mounted to monitor all payrolls.

Mr Dinduyella, however, identified inadequate office space, equipment and logistics as some of the challenges facing the Commission.

Mr John Yaw Amankrah, Director, Pay Policy, Analysis and Research Division, FWSC, recalled that successive governments from the late 1960s have instituted actions to improve service delivery as well as improve pay and conditions of services of public service employees.

He said in anticipation of the effective implementation of a new pay policy, government in June 2007 established the FWSC to ensure fair, transparent and systematic implementation of the Public Service Pay Policy to reward its employees in accordance with the principle of “equal pay for work of equal worth”.

Mr Amankrah gave the assurance that under the SSSS no worker would be made worse off.

Source: GNA


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Asante Akim South to intensify revenue mobilisation

The Asante Akim South District Assembly is to embark on a vigorous revenue mobilisation drive in 2010 to improve on its Internally Generated Funds (IGF).

This is to help address the Assembly’s perennial inability to meet its revenue target despite the availability of numerous potential sources of revenue.

To this end, the Assembly has devised various strategies including the formation of revenue task force.

This followed a meeting between the District Chief Executive (DCE) Mr De-graft Forkuo and revenue collectors to identify factors hindering effective revenue mobilisation.

At the Assembly’s Fourth Ordinary Meeting at Juaso on Tuesday, Mr Forkuo announced that the Assembly collected an amount of GH¢ 117,937.88 as at September 30, representing 47 per cent of its annual target of GH¢ 248,784.74.

The abysmal performance of the Assembly’s revenue mobilisation, therefore, took centre stage of the meeting as members took turns to suggest various solutions to the problem.

They argued that the Assembly’s failure to meet its revenue target over the years was a handicap in executing its programmes and called for innovative means of improving the situation.

Among the suggestions made by the Assembly members were the reviewing of rates, valuation of ratable properties in the district and the training of revenue collectors to improve their skills.

Charles Nana Yaw Osei, Presiding Member of the Assembly entreated the members to assist revenue collectors within their localities to boost the Assembly’s finances.

Mrs Gifty Ohene-Konadu, Member of Parliament for Asante Akim South, commended the Assembly members for their sense of maturity in their deliberations and urged them to avoid partisan politics during meetings.

She pledged her commitment to collaborate with the DCE and the Presiding Member to spearhead the development of the district with support from the Assembly members.

Source: GNA


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Ghana school children get free uniforms

Three-hundred elated pupils at Kwao Larbie, a town in the Awutu Senya District in the Central Region, on Wednesday, received free school uniforms each from the First Lady, Mrs Ernestina Naadu Mills.

The ceremony marked the beginning of government’s free school uniforms programme for deprived communities.

The uniforms were part of the first consignment of 1.6 million, being distributed to children in 77 deprived districts in the country.

Mrs Mills distributed the uniforms valued at GH¢21 million to six beneficiary schools in the District.

The beneficiary schools were Ahentia DA Primary, Abenful DA Primary, Bontrase DA Primary, Chochoe Anglican Primary, Akrampa Anglican Primary and Kwao Larbie Anglican Primary.

Fifty pupils from each of the six schools received one free uniform.

Mrs Mills said government was aware of the numerous challenges plaguing the country’s educational system and was committed to improving the sector.

She said increase of the Capitation Grant from GH¢3.00 to GH¢4.50 per pupil, since the beginning of the 2009 academic year was indicative that government was committed to ensuring that parents and guardians were relieved of the burden of supporting the education of their wards.

Mrs Mills urged parents and guardians to allow their wards to complete the required basic education and to encourage them to climb the academic ladder in order to be self-reliant and useful in society.

She said education was considered as the pivot of the socio-economic development of every nation, adding that “no nation can afford to pay lip service to quality education delivery”.

“There is no gainsaying that yesterday’s education opens today’s door and today’s education will open tomorrow’s door, hence the commitment of government to invest heavily in our people,” she said, adding that government had identified education as one of the means to improve the lives of the citizenry.

Ms Ama Benyiwa Doe, Central Regional Minister, expressed dissatisfaction at the fallen standard of education among pupils in the region and called for collective efforts to beef up quality education delivery.

“Education standard at the Central Region, to say the least, is a far cry from a region that first established contact with the Western World,” she said.

Ms Benyiwa Doe said the launch of the free school uniforms should serve as a motivation to challenge the indigenes to change the fallen standard of education in the region to “an enviable one”.

She charged parents and guardians to be interested in the education of their children and wards and supervise their home work and other school chores as a way of reciprocating government’s kind gesture towards improving the standards of quality basic education delivery.

Source: GNA


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Ghana workers to expect Single Spine pay cheques in July 2010

Ghanaian public service workers will feel the impact of the Single Spine Payment Policy (SSPP) in July 2010, when their dream of better remuneration reflects on their pay cheques.

The new pay policy being implemented in a five -year period, effective January 2010 to December 2015, is meant to restore equity and transparency in public pay administration consistent with Article 24 (1) of the 1992 Constitution and the Labour Act.

The SSPP is a unified salary structure that places all public sector employees with incremental pay points that include 25-grade structures, from the lowest to the highest organisation.

The first six months of the implementation process, will be used to address some persistent technical problems to ensure that the SSPP does not re-introduce inequities, which it was designed to address.

Officials of the Fair Wages and Salaries Commission (FWSC) made this known at the First Editors’ Forum, the body organised on the SSPP and the Road Map to the Phase One of the policy, in Accra on Tuesday in collaboration with STRATCOM, a communication and media consultancy firm.

Mr George Smith-Graham, Chief Executive Officer of the Commission who led the facilitators at the forum said the policy implementation would be firmly rooted when the Tripartite Committee including organised labour, comes out with the 2010 minimum wage to determine the base pay for the policy.

The editors were exposed to issues such as Pay Administration, Pay Comparison, Job Analysis and Evaluation, Single Spine Salary Structure and Allowances and Monetisation.

Mr Smith-Graham said public workers would receive a back pay to make up for January and June salary arrears.

He said the FWSC would put up a first class research centre to facilitate the implementation of the SSPP especially prompting government on labour issues.

Government published a White Paper on the SSPP in November to give official nod to the policy.

Successive governments from the 1960s instituted actions to reform the Public Service, beginning with the Mills Odoi’s Commission in 1967, but the comprehensive approach was taken between 1996- 97 when the Rawlings Administration introduced the Ghana Universal Salary Structure.

In 2005 the New Patriotic Party contracted a consultant to work on the current SSPP.

Some of the challenges confronting the pay administration include cumbersome negotiations involving   personnel of the FWSC and about 30 unions at different times, making the management of the wage bill extremely difficult.

The 13-page White Paper noted that the SSPP was meant to resolve pay disparities that have emerged within the public service; rising cost of the public sector wage bill’ large number of public sector negotiations and linkage of pay to productivity.

The development of the policy involved extensive stakeholder consultation, building of consensus. provision of legal backing for pay administration and the establishment of the FWSC as a regulatory, oversight and implementation institution.

The document said, to achieve an ideal SSPP government recognised that a review of the proposed pay policy should be undertaken to address technical issues such as service functions, job content and scheme of service.

Source: GNA


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