Ghana High-Speed Railway Feasibility Study

9. OPERATIONS PLANNING

9.1 Introduction

This section discusses the various types of railway stations and workshops, the geometry of
the right-of-way, track configurations, and the signal systems in operation throughout the
High-Speed Railways Corridor

9.2 Train Stations

A passenger train station includes a number of elements that support the arrival and departure
of passengers, such as station platforms, station buildings, parking areas, pickup and drop off
areas, and inter-modal connections. How each of these elements is designed and implemented
has a substantial impact on the experience of passengers. A positive experience will
encourage future use and can be conductive for growth. Station designs and operations that
give a negative impression to passengers will become a significant obstacle to growth of the
service and could decrease ridership. This will be particularly important for those that are
using a system for the first time. Many of these individuals will be comparing the rail service
to other modes of transportation including automobile, air, or bus. Therefore, it is important
to set standards for stations so that they provide a positive experience for passengers and are
compatible with the type of service being offered.

The following sections provide information on the station design criteria that were developed
to support subsequent station design and evaluation for the High-Speed Railway Service. As
with any study, initial evaluation and design criteria were established to provide the basis for
continued review and development associated with subsequent planning and design phases.
The categories of station criteria are divided into the following sections:

● Demographics of Station Locations,

● Preliminary Station Locations, and
● Station Design Criteria.

The Study utilised the criteria to support initial station planning assumptions as discussed in
greater detail below.

9.2.1 Demographics of Station Locations

The location and number of stations along the High-Speed Railway Corridor will impact the
system’s ridership and revenue, as well as local land uses. The location of the stations with
respect to travel markets and transportation infrastructure, the relative ease of inter-modal
access to stations, and travel time to and from stations will be critical in determining
ridership, system performance, and system costs. There is an important trade-off between
system accessibility and line-haul travel time.

The High-Speed Railway Corridor traverses both urban and rural areas. For each of these
areas the function of individual stations will vary substantially. Therefore, the design
considerations for each of the type of stations will vary significantly. To categorise the range
of station types, the following definitions of station types have been adopted.

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These five station service types describe the roles and/or types of services afforded by the
various station service areas and station site options.

Metropolis Station

This is an urban hub station located at Accra for inter-connection to all other urban hub
stations. This can also be described as a mega primary High-Speed Railway station which is
the type of station required to handle the bigger volume of traffic originating from and
terminating at or passing through Accra. Features of this station type are indicated in Table
9.1 along with the locations in Table 9.2 (Figure 9.1).

Urban Hub Station

Urban Hub Stations are primary stations (Figure 9.2) and are typically located at major city
centres to address the significant demand for downtown service as well as to take advantage
of inter-modal access and businesses located in or around Central Business Districts. The
Urban Hub Stations in the High-Speed Railway Corridor are all regional capital stations,
which will serve as the system’s regional terminals. The terminals are near service and
maintenance facilities, and offer attractive opportunities for urban development. Specific
requirements for the High-Speed Railway are specified in Table 9.1.

Urban Intermediate Station

Urban Intermediate Stations or Secondary Stations are located to serve smaller population
centres. Such stations are intended to be located at district capitals along the High-Speed
Railway Corridor. Potential locations for stations of this type are shown in Figure 9.3. This
type of station should be designed to allow through running at maximum speed, in order to
accommodate possible skip-stop and express service.

Suburban Hub Station

Suburban Hub Stations are sited at suburban locations (Figure 9.4) with the potential to
evolve into inter-modal hubs and gateways to entire metropolitan areas. These stations are
typically located 15 - 30 kilometres from downtowns and are usually close to major activity
centres. In most cases, such stations are integrated or closely linked with an existing urban
transit system and/or an urban highway. Target locations will be in areas near existing or
planned major highways.

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Table 9.1: Station Categories and Typical Features

Tertiary
Metropolis Primary Secondary
(Sub- Rural
(Urban (Urban (Urban
urban Intermediate
Hub) Hub) Intermediate)
Hub) Station
Station Station Station
Station
Number of Tracks 19 10 6 4 4
Number of Platforms 8 5 3 2 2
Metro Tracks 18 8 4 2 2
Length of Platform 300 m 300 m 300 m 300 m 50 m
Wheel-Chair Mobility Yes Yes Yes Yes Yes
Passenger Terminal Warehouse Yes Yes Yes Yes -
Railway Warehouses Yes Yes Yes - -
Hotel (Rooms) 800 400 200 - -
Short Term Car Park 2,000 1,000 500 100 100
Long Term Car Park 800 400 200 100 -
Taxi Rank 400 300 200 100 50
Bus Station 400 200 100 50 50
Truck Parking 200 100 60 - -
VIP Lounge / Car Park Yes Yes Yes - -
Immigration Post Yes Yes Yes - -
Police Post Yes Yes Yes - -
Customs Post Yes Yes Yes - -
Ambulance Service Yes Yes Yes - -
Lavatories 6 4 2 2 2
Lockers 2,000 1,000 500 100 50
Giant Television Screens Yes Yes Yes Yes -
Electronic Bill Board Yes Yes Yes Yes Yes
Wireless Internet Yes Yes Yes - -
Business Centre Yes Yes Yes - -
Massage & SPA Yes Yes Yes - -
Supermarket 2 2 1 1 -
Restaurant 2 2 1 1 -
Pharmacy 1 1 1 1 -
Internet Cafe 2 1 1 1 -
Deposit Vaults 1 1 1 1 -
Bank 3 2 1 1 -
Foreign Exchange Bureau Yes Yes Yes Yes -
Shops Several Several Several Several 2
News Stand 2 2 2 1 1

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Table 9.2: Locations of High-Speed Railway Station Types

METROPOLIS/PRIMARY SECONDARY TERTIARY
STATIONS STATIONS STATIONS
Accra Aflao Juaso
Ho Elubo Kotoku
Cape Coast Hamale Nkawie
Sekondi Navrongo Bekwai
Bolgatanga Hohoe Kpando
Tamale Nkwanta Jasikan
Wa Yendi Kedjebi
Kumasi Bibiani Bimbila
Sunyani Tarkwa Savelugu
Koforidua Nkawkaw Walewale
Obuasi Dzodze
Adidome Ziope
Kasseh-Ada Kpetoe
Akatsi
Fufulsu
Damongo
Sawla
Nadawli
Lawra
Tumu
Sandema
Nyinahin
Bole
Kintampo
Techiman
Kenyasi
Goaso
Awaaso
Dunkwa
Anyinam
Wnneba
Axim
Twifo Praso
Achiase
Akoroso

Rural Intermediate Station

These locations are on the urban fringe (15 - 75 kilometres from the city centre) or in rural
areas. They are considered because of the potential for developing the surrounding land or
serving a tourist or recreational areas. This station type is an alternative to a suburban hub
station, and would generally be served by local or skip-stop rail service. These stations could
be seasonal to support a specific recreational or tourist demand. Annual ridership at these
stations would be expected to be low compared to urban stations.

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Airport Connection Station

The Accra High-Speed Railway Station will be within close proximity of the Kotoka
International Airport. A sub-station (Metro Train Station) will be located on the Accra-Tema
Railway Line within the airport premise, and connected with a “people-mover” of some type
to facilitate transfers between air and rail.

The existing Accra-Tema Railway Line runs through the Kotoka International Airport
premise making it very convenient to facilitate air-rail transfers.

Accra is the only possible candidate to be an airport connection station in the High-Speed
Railway Corridor. This is because, with the introduction of the High-Speed Railways,
investments in an additional international airport in Ghana will be a big waste. Improvement
investments in the Kotoka International Airport such as the construction of a second runway
should be considered for the increase in air traffic at the airport.

The first activity in establishment of conceptual station locations was to define the following
general station criteria.

i. Presence of existing stations.

Existing passenger stations will be removed with implementation of the High-Speed

Railway service. Along with this, all existing rail tracks in the corridor will be
removed.

ii. Potential locations for inter-modal connections

The proximity of a potential station to major roadways, airport, bus terminal or

commercial centre would improve inter-modal connection between travel modes.

iii. Distance between stations

Adequate distance between stations should be provided to maximize average

operating speed. Location of stations in close proximity to each other would be
unreasonable for train operations except in instances where stations provide essential
distribution for passengers in large urban areas. Placement of stations must be
supported by specific benefits each station brings to the overall system operations.

iv. Provides access to a major economic centre

This criterion provides consideration of a station in a regional area that has potential
to generate specific ridership opportunities. This would apply to areas of high tourism
activity. In the development of the model simulation utilized, a wide range of
operating assumptions was used to predict the maximum and minimum run times that
could be anticipated for rail operation within the High-Speed Railway Corridor. The
travel time predictions were made using a computer based Train Performance

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Calculator (TPC) (see Chapter 6). To support ridership forecasting, predictions of

maximum and minimum travel times were developed. To determine the minimum run
time, train operations where predicated on maintaining maximum distance between
station stops. This represents an express type of service that potentially will bypass
some passenger stations. Train operations for determination of maximum run times
were therefore based on servicing a greater number of stations. This type of service
could be described as providing local service. To identify stations that should be
included in the TPC operating plans, stations were divided into primary locations and
secondary locations. Stations identified as primary locations were considered to be
locations that would most likely be utilized in any operating plan scenario. Secondary
stations were also likely locations for stations, but it is assumed that express trains
would not serve these locations.

Thirteen potential station service areas have been identified. Spacing between station sites
varies between fifty and hundred kilometres apart on the High-Speed Railway Corridor. The
criteria used to identify station service areas include proximity to key population and
employment centres, proximity to high growth areas and/or major tourism and recreational
areas, potential to serve key travel markets or city pairs, accessibility by auto, connectivity to
other modes (transit, air) and station spacing.

9.2.2 Station Design Criteria

The quality of a passenger’s experience at a station will greatly impact the perception of the
overall trip. The passenger’s “first” and “last” impressions of a trip are associated with
passing through a station. It is therefore important to consider development of stations that
provide positive passenger reactions, in addition to meeting the needs of railroad operations.

The railway station is generally considered a point of access and departure to the railway
services, but particular stations can also be considered a destination. This is especially true
for urban stations located in a downtown area. The Accra Central Station is a significant
example of this concept. The entire station is dwarfed by traders and other commercial
activities that the Accra Central Station has become a destination for business but not relating
to design.

The associated underground Metro Train Station and shopping and business arcades located
in the station or accessed from the station, illustrate the relationship between travel by train
and station design.

A large number of passengers would utilise the High-Speed Railway Service and must be
manifested to enforce lasting impressions on the riders. The criterion outlined below
identifies the major station design elements that should be used for design of the types of
stations presented above. Intercity travellers require more attention to detail in station design
and must be shown in the design of High-Speed Railways Stations. A principal difference
between the commuter and intercity passenger is that the latter will more likely be a traveller
carrying luggage. This requires inclusion of baggage holding facilities, which are not
common in most commuter rail stations. The differences between high-speed rail and
commuter rail stations are considered in the sections below.

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The American Railway Engineering and Maintenance-of-Way Association (AREMA) section

Design Criteria for Railway Passenger Stations provides specific recommendations on space
requirements for interior station design and parking and curb requirements that have been
adopted as the basis for future station evaluation. The design of stations for the High-Speed
Railways service will require that specific stations be evaluated individually. This is
necessary because of the varying nature of each station. However, each High-Speed Railways
station should strive to meet criteria of the four main station functions:

■ Station Location,
■ Station Area and Access,
■ Building Appearance and Function, and
■ Train Platform

The following sections provide discussion on principal elements that are included in each of
the four major station functions. The information is intended to provide guidance for station
evaluation in subsequent phases of the High-Speed Railway study and should be considered a
general assessment of station design criteria.

9.2.3 Station Location Criteria

Adjacent to Mainline

The most important consideration in siting a station is finding a location that is adjacent to
the mainline of the High-Speed Railway. While this may seem like an obvious conclusion,
persons unfamiliar with railroad operation may suggest locations that are located “close” to
tracks or on a connecting spur or branch line. A High-Speed Railway train station must be
located on mainline tracks to provide run-through operation.

Roadway Access

For every High-Speed Railway station, roadway access must be provided. Station placement
will preferably be made to enable the use of existing roadway systems with little or no
modification. This will have both economic and environmental benefits. Specific
consideration must be given to the capacity of adjacent roadway network. Stations with
projected high volumes of traffic should be located adjacent to roadways with sufficient
capacity to accommodate the additional traffic generated by passengers accessing the station.

A basic premise of High-Speed Railway design is that grade crossings shall be eliminated.
Therefore, all roadway and pedestrian access across the tracks to the station site shall be
grade separated. Accommodations in roadway design must consider the following travel
modes of arrivals/departures.

■ Pedestrian walk-in and bicycles,

■ Public transportation, including taxis,
■ Private car pick-up and drop-off, and
■ Park and Ride including long term and short term

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Station sites must be selected to maximize opportunities for the types of travel modes
predicted to access the station. As an example, for a station located adjacent to an inter-city
highway exit in a rural setting, the principal access mode at the rural site would likely be by
taxi and/or bus with minimal pedestrian or bicycle access. The configuration for this station
would be focused on movement of vehicles. This would contrast with a station located in a
downtown centre, which would be focused more on access for pedestrian and public
transportation. For stations that are anticipated to experience substantial growth in ridership,
the station site must include provision for future expansion. For the High-Speed Railways
service it is anticipated that this would apply to primary stations. Consideration should be
given to expansion opportunities on a specific site that would include above and/or below
ground parking garages. The economics of potential on site versus off site expansion should
be considered for each station. The purchase of necessary areas for present and future needs
should be considered as part of the first phase of project implementation.

9.2.4 Station Area and Access Criteria

The parking and access roadways within the station facility must provide convenient and
efficient access to station facilities. Specific consideration must be given to pick-up and drop
off areas that allow unimpeded access to the station building from private and public
transportation. AREMA has included recommended parking and curb requirements for
Intercity and Commuter operations. As the High-Speed Railway service will approximate the
intercity operation, the AREMA Intercity criteria are deemed appropriate for the High-Speed
Railway project.

Utilizing the above criteria, station areas can be established for specific locations. For stations
located in areas with commuter rail service typically Accra High-Speed Railway Station,
consideration must be given to the different requirements of commuter and intercity
passengers. Stations may need to be constructed to segregate services for the two types of
passengers. This would require duplication of certain facilities or providing bypass routes of
ticket and baggage areas not needed for commuter passengers. For station access areas,
separation of intercity and commuter passengers could include providing individual pick-up
and drop-off areas for each type of passenger. Routes from the respective curb-side areas will
direct passengers to the specific areas within the station building.

The roadway network within each station access area will need to be configured to allow the
free flow of vehicles and passengers in an efficient manner. Roadway lanes for through
movement of vehicles will be required to facilitate vehicle access and egress. The through
lanes will enable vehicles to bypass standing vehicles and will minimize the queuing of the
vehicles within the station access area.

Stations should be designed to accommodate pick-up and drop-off areas for private cars,
taxis, limousines, hotel and rental car or shuttle buses, and public buses. Specific curb-side
areas will be required for the staging of such vehicles. Staging areas should be located in
close proximity of the intercity passenger service entrance. Trucks for cargo delivery to and
removal from station facilities should have dedicated packing and staging.

Passenger walkways will be required to provide access to curb-side and parking areas.
Access to parking areas may require crossing of station access roadways. These crossings can
be at-grade, or if warranted by design of the station facilities or because of high passenger

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and vehicle volumes, the crossings can be integrated with internal roadways. If walkways are
at-grade, adequate sight distances must be maintained for pedestrian and vehicle drivers.
Curb-side stopping areas must be designed to maintain adequate sight distances.

Adequate signage for traffic and passengers must be provided. Traffic signage should comply
with the Manual of Uniform Traffic Control Devices (MUTCD) in the absence of one such
manual for Ghana. Signage that identifies the High-Speed Railway service should be
developed and utilized for all stations. Signage within the station area and building should be
uniform throughout the system. This will be an issue for High-Speed Railway and Metro
Train Stations, as they are designed to have coordinated signage.

9.2.5 Building Appearance and Function

The High-Speed Railway Corridor will follow the existing rail right-of-way in the Green and
Central Corridors and will most likely utilize existing stations and right-of-way where
possible. In most of the corridors, new stations will be required. Their design will provide the
greatest opportunity to match desired passenger amenities to the type and volume of
projected intercity and commuter passengers. The use of existing buildings for passenger
stations will require evaluation of many factors, including station access to pedestrian flow,
compliance with current design standards, and historical backgrounds. The specific design of
each station will be developed in subsequent phases of the work. The designs should follow
the general criteria noted below.

The station building design will be a function of projected passenger volume and relative
volume of intercity and commuter passengers. As discussed in the previous section on Station
Area and Access, the needs of intercity and commuter travels are different. AREMA has
developed recommendations for building interior space requirements, and these
recommendations will be utilized to develop conceptual building space requirements to
support station design.

The High-Speed Railway service will attract a wide range of users. Travellers using the
service will include intercity business, non-business and commuter passengers. The higher
percentage of tourist passengers will require station design to accommodate greater amounts
of baggage and friends or family accompanying passengers into the station. Intercity travel
will include passenger trips not only between the major terminals, but also between locations
within the High-Speed Railway Corridor. The standards for building space requirements
given in Table 9.1 for intercity High-Speed Railway needs will facilitate station design.

Waiting areas within the station building are necessary for passengers to assemble prior to
arrival and boarding of trains, and those awaiting the arrival of passengers. Placement of
waiting areas should be made to minimize direct travel of passengers moving between the
train platforms and building entrances. This will facilitate movement of passengers through
the station that do not need to access functions such as ticketing or baggage handling areas.

The volume of ticket sales will determine the number of windows required. The relative
volume of intercity and commuter rail sales will need to be evaluated to determine if separate
areas for sale of intercity and commuter passenger tickets is warranted. The ticket counter
areas will need to allow for the handling of money and processing of credit card transactions.
Secure areas within the ticket area must be provided for handling and storage of money and

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related material. A station with a large number of ticket agents will likely require provisions
for a separate locker room, lunchroom, and toilet facilities for station personnel.

Passenger station building should be provided with public restrooms. Provision for security
within the restrooms will be required. This can include placement of the restroom entrances
within sight of station employees’ work areas including ticket windows. For times of limited
use, restroom entrances can be locked, requiring users to obtain a key from a station
employee.

Stations with low volumes may require special evaluation of ticketing and station building
operation. Stations may not be open at all times of train operations. This may require advance
on-board ticketing. Station design should seek to include retail space. The inclusion of retail
services encourages the use of the station. Additional staff located within the building during
hours or operation will increase security for passengers and station personnel. Significant
retail activity can also become a source of revenue to offset operating costs. Station planning
shall also consider development of other commercial space integrated to the station building
but independent of station functions. Such space could include office and general retail space.
Design of such a station building could support a private/public partnership to provide
additional financial benefits for the operation of station facilities.

9.2.6 Train Platforms

The train platform serves to provide transfer of passengers between the train and station. For
High-Speed Railway service, station dwell times must be minimized. This requires the
platform design to accommodate efficiency of movement of passengers and baggage on and
off the train. The platform and canopy must be designed to provide protection from inclement
weather.

The design of individual platform layouts will vary substantially as a function of passenger
volume. As the station passenger volumes of the High-Speed Railway service are predicted to
vary substantially, the station platform design will be significantly different from station to
station. As such, the station platform and track configuration will need to be developed for
each station location.

The frequency of trains within the High-Speed Railway Corridor will also affect the
configuration of train platforms. Within areas of high commuter rail train frequency it should
be assumed that double track mainlines will be provided.

Double track station platform configurations could be designed for either separate platforms
located on either side of the double main tracks, or a single centre-island platform located
between two main tracks or between a main track and a passing siding. Single main track
platform configurations could be a single platform located adjacent to the mainline track.

For purposes of concept planning, platform widths should be assumed to be 6.5 metres. Train
platform lengths shall be designed to accommodate the longest potential train-set. The TPC
runs assumed a train set of six passenger cars. However, the train platforms at the various
stations should be designed for train sets of 8 cars measuring 200 metres. For maximum
flexibility, station platforms should be designed to assume platform length is 270 metres
(including a minimum of 20 metres for train stop variation).

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The design height of station platforms will be dictated by whether the railway line will be
used exclusively for passenger service or a combination of passenger and freight operation.
The two modes of train operation have varying requirements for horizontal side clearance.
The horizontal clearance becomes the principal criterion to determine station platform design.
In particular, passenger cars are designed to have a specific side clearance that remains
constant for all train sets. This allows for construction of train platforms that are set at a
uniform height and distance from the centreline of track. Freight car clearances are not
uniform, and maximum freight car clearances exceed the side clearance for passenger
equipment. In addition, freight railway lines will often handle special high or wide loads. The
high-wide loads move under special orders to train and dispatch personnel. As the value of
operating fees generated by these specialized movements is very high compared to normal
freight movements, freight lines will typically seek to maintain the maximum clearances on a
particular railway line.

These differences in passenger and freight equipment clearances are an issue for existing, as
well as future passenger and freight operations on the High-Speed Railway Corridor. Design
of stations is different for each of these conditions. The reasons for the variation in design are
explained below.

The desired High-Speed Railways passenger car platform design is for the platform height to
be elevated to match the floor level of the railway cars. Typical height of passenger railway
car doorways above the top-of-rail is 121.92 centimetres. The typical horizontal spacing of
the platform edge is set to provide no more than 7.62 centimetres between the floor of the
entryway to the railway car and the edge of the platform. This facilitates the movement of
passengers from the platform to the rail car without the need to step up into the railway car. It
also allows passengers to step across the platform directly into the car. This eliminates the use
of any temporary bridge to span the gap between the railway car and the platform. This
configuration provides movement for the general public and passengers with disabilities.

9.2.7 Station Differentiation

Train station design criteria adopted along with station function required for the efficient
performance of the High-Speed Railway station makes the appointment of the existing
railway station at Accra as the Accra High-Speed Railway station inappropriate. Right-of-
way into the existing Accra Railway Station is inadequate to provide for adequate tracks for
both High-Speed and Metro Trains freely running in an out of the station since the station
approach cannot accommodate. Secondly the run through system required for a corridor such
as the Coastal Corridor will not be possible without very heavy cost. In addition, other inter-
modal services from which the High-Speed Railway is to benefit from are badly constrained
by vehicular and pedestrian congestions all around the existing railway station at Accra.
There are a number of other factors which similarly mitigate the use of the existing Accra
Railway Station as the High-Speed Railway station.

For these reasons, the new Accra Railway Station must be located elsewhere to allow for its
effective functioning. The existing Accra Railway Station may be dedicated to the Metro
Service by virtue of its location, and for the purpose of this study, should be referred to as the
Accra Central Station.

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Together with Accra High-Speed Railway Station, all primary High-Speed Railway stations
have been differentiated as demonstrated below using names of important persons whose
contributions to Ghana’s development must be recognised and persons whose contributions
to this Feasibility Study must be acknowledged.

CITY STATION NAME

Accra … Ft. Lt. Jerry John Rawlings Railway Station
Bolgatanga … Mike Hamah Railway Station
Cape Coast … Prof. John Evans Atta Mills Railway Station
Ho … Togbe Kwaku Atidigah Railway Station
Koforidua … Ruben Amegashitsi Railway Station
Kumasi … John Agyekum Kufuor Railway Station
Sekondi … Prof. Ameyaw Akumfi Railway Station
Sunyani … Dr. Kofi Abrefa Busia Railway Station
Tamale … John Dramani Mahama Railway Station
Wa … Dr. Hilla Limann Railway Station

All Metro Train platforms in all locations with primary stations shall therefore be known as
the XYZ Central Station. For example, Kumasi Central Station, Wa Central Station, etc.

Ft. Lt. Jerry John Rawlings Railway Station

The Metropolis Station in Accra is a substantial subterranean rail passenger terminal with 19
tracks and 8 passenger platforms serving 16 tracks (Figure 9.5). The passenger concourse
should be at street level and above the passenger platforms. A service concourse below the
track level is used for automobile parking, baggage handling, “roll-on roll-off” handling,
cargo handling and logistics. In addition, 6 tracks with 4 platforms enter the station for Metro
Train services.

The recommended location for the Ft. Lt. Jerry John Rawlings Railway Station is the
Achimota Forest Reserve. The station design for this location will feature a run through
station allowing connections from both west and east and Metro lines. Direct connection from
the Kotoka International Airport to Kumasi and Sunyani by the High-Speed Railway Train
will also become possible with the station location.

A second option is an area within East Legon Extension. And a third option is the Legon
North. The fourth option is the Tema Lagoon and all that area between Tema and Sakumono
extending to the beach is also considered very much ideal for the High-Speed Railway
station. These options failing will call for the location of the station quite outside Accra
which will require that riders connect on to High-Speed Railway trains after long metro train
rides.

Primary Stations

Primary Stations serve regional capitals. Each has ten tracks and five platforms (Figure 9.6).
On a normal week-day, an average fourteen passenger trains will run in and out of each
regional station. Freight trains will also serve these stations. Provision is made for Metro
Train services in future.

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Secondary Stations

Secondary High-Speed Railway Stations are designed with features close to that of the
primary Stations. They have the chance of upgrade to Primary Stations. See Figure 9.7.

Tertiary Stations

In contrast to the Secondary Station, the passenger waiting and service areas in the Tertiary
Stations (Figure 9.8) are spartan with few benches for waiting passengers, limited passenger
amenities on the concourse and very limited passenger waiting space. An upgrade to this
High-Speed Railway station would probably be required to make it an appropriate terminal
for effective high-speed intercity rail service.

Rural Intermediate Stations

These are stations not meant to serve High-Speed Railway. They are designed to operate on
High-Speed Railway lines for utilisation either as a Metro or Feeder Line in times when the
lines may not be busy. Stops at these stations by Metro Trains shall be scheduled between
High-Speed Railway Train passes to avoid interrupting regular High-Speed Railway services.

The station is designed with very limited facilities especially with very few benches for
waiting passengers. See Figure 9.9.

9.3 Metro Railway Stations

Metro Train Stations (Figures 9.10 – 9.12) will utilise existing right-of-ways and will have
new stations including the re-construction of the existing Accra Railway Station into a
dedicated Metro Train Station. New right-of-ways for the Metro system within Accra will be
constructed in a mix of surface, dig-and-cover and tunnel tracks.

Train stations in the Metro Train Corridor will be at an average distance of 750 metres to
three kilometres with a mix of stations depending on location potentials. Train station designs
are expected to accommodate twenty-two trains per hour during peak hours. Each train
station within the corridor will handle an average 168 trains “ins” and “outs” daily.

9.4 High-Speed Railway Workshop

The Feasibility Study Team identified Kpetsu as the location for the High-Speed Railway
workshop which will also serve as the main workshop for the Metro system.

The workshop shall be equipped with most modern plant and equipment for the maintenance
and repairs of the various trains.

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9.5 Right-of-Way

Typical right-of-way width is approximately 20 metres. However, over time, some rail
corridors right-of-way widths have been narrowed through land sales to as little as 5 metres,
just enough to maintain a single track and allow for passage of the train. In evaluating the
High-Speed Railway Corridor, the Feasibility Study Team reviewed valuation plans and
identified right-of-way widths less than 20 metres. This is a reasonable standard to provide
for double track construction, maintenance and operation.

The reason that consideration of double track is important is the need to have opportunities
for the High-Speed Railway trains pass each other as well as other passenger and freight
operations. Typically, in most train operations passing requirements are for trains operating in
opposite directions. When it becomes necessary to operate freight trains during the day
requiring that High-Speed Railway trains overtake freight trains, as the High-Speed Railway
trains will operate at much higher speeds than freight trains and passenger trains serving
Feeder Corridors, there will be an increased need to provide passing siding to accommodate
overtaking situations.

Therefore, with minimal need for land takings, the High-Speed Railway Corridor should have
adequate width to provide for double track and an extension to four track with space for
emergency services, where required. Specific analysis of the High-Speed Railway Corridor in
future phases of the study will identify features external that may have impacts such as
adjacent historic structures, environmental resources, and other land use issues.

9.6 Track Configurations

9.6.1 Speeds

This section of the report discusses the current maximum allowable speeds along the line. All
tracks in the High-Speed Railway Corridor shall be configured for maximum speed of 350
kph with ability for upgrade to carry 450 kph maximum speeds in future. Metro system tracks
and Feeder Lines will operate at 160 kph maximum dimension speed. Track geometry
especially on the High-Speed Railway tracks will maintain curves above 5,500 metres radius
and gradients below 12.5‰ in mountainous areas though High-Speed trains can comfortably
accommodate up to 40‰ at the expense of freight trains.

9.6.2 Grade Separation

Every effort should be made to avoid grade crossings by clearly separating the High-Speed
Railway lines from roadways and other crossings. Grade separations shall be configured for
High-Speed Railway trains at 0‰ at grade separations whilst vehicles either pass beneath or
above the tracks.

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Figure 9.1: Locations of Primary Stations

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Figure 9.2: Locations of Secondary Stations

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Figure 9.3: Locations of Tertiary Stations

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Figure 9.4: Areas and Corridors for Locations of Rural Intermediate Stations

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Figure 9.5: A Typical High-Speed Railway Metropolis Station

300 metres 25 metres

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 Ghana High-Speed Railway Feasibility Study

Figure 9.6: A Typical High-Speed Railway Primary Station

300 metres

Figure 9.7: A Typical High-Speed Railway Secondary Station

300 metres

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Figure 9.8: A Typical High-Speed Railway Tertiary Station

300 metres

Figure 9.9: A Typical High-Speed Railway Rural Intermediate Station

50 metres

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Figure 9.10 (A): A Typical Accra Central (Metro) Station

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Figure 9.10(B): A Typical Primary Metro Station (For Airport, Tema and Kasoa
Stations)

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Figure 9.11: A Typical Metro Secondary Station

Figure 9.12: A Typical Metro Tertiary Station

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