The Ghana Ports & Harbours Authority (GPHA) has rejected claims that congestion at the Port of Tema alone justifies the recent GH₵12 increase in cement prices, saying several operational and commercial factors determine the cost of importing clinker and cement.

In a statement issued on September 10, 2026, the GPHA said it had taken note of a press release by the Chamber of Cement Manufacturers, Ghana (COCMAG), which attributed the recent increase in cement prices to congestion at the Port of Tema.

The GPHA said it has a responsibility to serve all users of the port while ensuring that operations are conducted safely and hygienically.

It explained that food-related cargo such as rice and wheat must be handled separately from cement and clinker, a requirement that influences the allocation and use of berths.

GPHA cites dredging works

According to the authority, it undertook strategic dredging of the bulk cargo section of the Port of Tema in anticipation of larger vessels, increasing cargo volumes and deeper vessel drafts.

The cement companies, it said, were informed in advance about the project, its duration and the need to plan their vessel arrivals and berthing schedules accordingly.

The GPHA added that the cement industry was also a direct beneficiary of the completed dredging works.

Berth 13 now provides depths of up to 14 metres, while Berth 14 provides up to 12 metres, allowing cement companies to receive larger vessels and potentially benefit from economies of scale.

The authority said such economies could help reduce unit logistics costs.

Food cargo cannot be mixed with cement

The GPHA explained that Terminals 1 and 2 of the Port of Tema are multipurpose facilities handling food products, steel and other general cargo.

For hygiene, safety and environmental reasons, it said cement and clinker cannot be handled alongside food-related cargo.

To facilitate cement and clinker operations, berths 3, 12, 13 and 14 have been designated as common-user berths.

However, the GPHA stressed that these berths are shared among several cement companies and cannot be dedicated exclusively to a single importer.

The authority also pointed to the Port of Takoradi as an alternative for handling cement and clinker cargo.

It encouraged manufacturers to consider the most efficient combination of ports, vessel sizes, discharge arrangements and inland transportation when planning their operations.

Truck shortages also affect port congestion

The GPHA further argued that the speed at which cargo is evacuated from the port is a major factor in determining berth availability.

It said a vessel carrying about 40,000 tonnes of clinker may depend on a limited number of trucks to transport the cargo to factories located outside the port.

Where trucks are inadequate or delayed by traffic, discharge operations can slow down considerably, resulting in vessels occupying berths for extended periods.

According to the authority, some vessels may remain at berth for three to four weeks under such circumstances.

“Such prolonged berth occupancy affects the availability of berths for other vessels and places additional pressure on port operations,” the GPHA said.

GPHA to modernise cement handling

The authority also announced plans to modernise the handling of cement and clinker at the Port of Tema.

It said it is working towards more efficient cargo-handling systems under which the traditional reliance on grabs and hoppers will eventually be phased out.

The GPHA urged cement companies to embrace and invest in the new handling technology as it is introduced.

According to the authority, modern handling systems will improve discharge rates, reduce vessel turnaround times, optimise berth utilisation and contribute to a more efficient and competitive port operation.

‘Look beyond port congestion’

The GPHA stressed that port efficiency is a shared responsibility involving proper vessel planning, adequate trucking capacity, efficient discharge, modern handling technology and timely cargo evacuation.

It therefore urged stakeholders and the public to consider the entire logistics and supply chain when assessing cement prices.

This includes vessel planning, discharge efficiency, trucking, factory location, port selection and other commercial cost factors, rather than attributing cement price increases solely to congestion at the Port of Tema.