The government has announced the temporary allocation of an additional berth at Tema Port to help clear the backlog of clinker imports and reduce demurrage costs for cement manufacturers.
The move is aimed at easing congestion at the port, which has delayed the clearance of clinker and increased operational costs for cement producers.
Minister for Trade, Agribusiness and Industry, Elizabeth Ofosu-Adjare, said the existing three berths at Tema Port were insufficient to handle the volume of clinker imports.
Speaking to the media after a closed-door meeting with cement manufacturers, she disclosed that the Ghana Revenue Authority (GRA) has introduced measures to expedite the payment of duties to enable importers to clear their goods faster.
“I’m happy to inform you that the Ghana Ports and Harbours Authority, under the direction of the Minister for Transport, have agreed to give us an extra berth temporarily so that we can clear the backlog and free the manufacturers from demurrage,” she said.
She affirmed government’s commitment to making the cost of doing business in Ghana more efficient and competitive.
Meanwhile, Director of Tema Port, Tebon Zumah, expressed optimism that the measures introduced at the port will help cement manufacturers manage the current challenges and hold off further increases in cement prices.
Industry Under Pressure: Demurrage Costs Reach Tens of Millions of Dollars
The government’s intervention comes amid severe cost pressures on the cement industry. According to the Chamber of Cement Manufacturers, Ghana (COCMAG), demurrage costs across the industry were estimated at between US50 million between January and August 2026, as waiting times for clinker vessels at Tema Port stretched from an average of seven days in January to more than 30 to 40 days by August.
At that rate, the full-year demurrage bill could climb to between US75 million if congestion persists through December. Demurrage charges are estimated at approximately US1 million in penalties.
GH¢12 Surcharge: Temporary Measure or Disguised Price Increase?
To recover part of the cost, the Chamber of Cement Manufacturers imposed a temporary GH¢12 per bag “clinker demurrage surcharge” following an emergency meeting on August 28. Of that amount, GH¢10 is pre-tax and GH¢2 is tax. The surcharge is scheduled to remain in place until December 31, subject to monthly reviews based on the situation at the port.
The Chamber emphasised that the surcharge is not a general increase in cement prices but a temporary pass-through mechanism for “exceptional costs” caused by port congestion. It stated that the surcharge would be cancelled or adjusted once vessel turnaround times return to normal.
However, the uniform nature of the charge has raised competition concerns. Public policy think tank CUTS International warned that a collective decision by competitors to impose an identical surcharge bears “the hallmarks of cartel conduct.” Appiah Kusi Adomako, West Africa Regional Director of CUTS International, noted that different manufacturers face different shipping contracts, stock levels, and operational efficiencies, and there is no economic basis for assuming that every company incurs exactly the same additional cost per bag. “Each company should independently calculate its costs and decide what to charge consumers,” he said.
Competing Narratives: Port Authority and Manufacturers Trade Blame
The Ghana Ports and Harbours Authority (GPHA) has pushed back against claims that port congestion is the sole driver of cement price increases. In a statement, GPHA noted that clinker import costs are influenced by multiple operational and commercial factors, including vessel planning, trucking, cargo handling, port selection, and inland transportation. The Authority also pointed out that inadequate truck capacity among cement manufacturers is a significant factor prolonging vessel stays — a vessel carrying about 40,000 tonnes of clinker may remain at berth for three to four weeks due to slow evacuation.
GPHA stated that Berths 3, 13, and 14 are shared by multiple cement companies and are not dedicated to any single importer. Food items such as rice and wheat, which require hygienic handling, must be kept separate from cement clinker, adding another layer of complexity to berth allocation. The Authority also noted that recent dredging has increased water depth at Berth 13 to 14 metres and Berth 14 to 12 metres, enabling cement companies to receive larger vessels and benefit from economies of scale.
Meanwhile, Minister for Transport Joseph Bukari Nikpe has directed GPHA to urgently procure two cranes to speed up cargo handling and reduce vessel delays. “We believe this will help ease congestion at the port,” Nikpe said.
What Lies Ahead
Beyond the temporary allocation of an extra berth, the government is also considering restoring Berths 10 and 11 for cement-related cargo, which are currently unavailable to cement importers and manufacturers. The Chamber of Cement Manufacturers has said it is engaging with the government and GPHA on increasing berth access and reducing waiting times, and will continue to review the surcharge on a monthly basis.
Industry analysts note that if vessel turnaround times improve consistently, the industry-wide demurrage bill will decline accordingly. If the cost trajectory from January to August continues, however, cement manufacturers and ultimately consumers will continue to bear the financial burden of port congestion.
Background: Why Clinker Matters
Clinker is the primary raw material used in cement production. Ghana’s cement industry relies heavily on imported clinker, making the sector particularly vulnerable to port congestion and shipping delays. The country’s three main cement producers — Ghacem, CIMAF, and Dangote Cement — all depend on Tema Port for clinker imports.
The congestion at Tema Port has been compounded by broader global shipping disruptions, including rerouting of vessels due to security concerns in the Red Sea and increased demand for bulk carriers. The government’s decision to allocate an additional berth is seen as a short-term fix, with longer-term solutions requiring investment in port infrastructure, improved truck evacuation capacity, and possibly domestic clinker production.
