Nora Gloria

Trade Corridor Efficiency Benchmarking (2023–2024

Executive Overview Ghana’s role as a regional trade facilitator hinges on the performance of its two primary corridors: Tema–Ouagadougou and Takoradi–Abidjan. This benchmarking report evaluates both routes across key metrics including transit time, cost efficiency, infrastructure quality, and customs coordination. Between 2023 and 2024, the Tema–Ouagadougou corridor maintained its dominance in cargo volume and reliability, while Takoradi–Abidjan showed notable improvements in cross-border processing and road upgrades. The Tema–Ouagadougou corridor, which serves landlocked Burkina Faso, recorded an average transit time of 6.2 days for containerized cargo, with clearance delays concentrated around Paga and Hamile border posts. Despite its higher throughput, the corridor faces challenges with road congestion near Accra and inconsistent weighbridge enforcement. However, recent investments in the Eastern Corridor Road and the expansion of inland container depots have helped reduce bottlenecks and improve cargo tracking. In contrast, the Takoradi–Abidjan corridor, though historically underutilized, saw a 22% increase in cargo movement during the review period. This growth is attributed to improved road surfacing along the Elubo–Axim stretch and enhanced customs interoperability with Côte d’Ivoire. Average transit time dropped to 5.4 days, making it a competitive alternative for shippers seeking faster turnaround and lower congestion risk. The corridor also benefits from proximity to emerging industrial zones in the Western Region, which are increasingly integrated into regional supply chains. Cost benchmarking revealed that Tema–Ouagadougou remains slightly more expensive per ton-kilometer due to higher port handling fees and inland transport charges. However, its reliability and digital tracking systems offer greater predictability for high-value cargo. Takoradi–Abidjan, while cheaper, still faces gaps in digital documentation and last-mile logistics, particularly for perishable goods. The report recommends harmonized corridor policies under ECOWAS protocols, expanded use of electronic transit systems, and targeted investment in border infrastructure. It also calls for public-private partnerships to scale inland logistics hubs and improve driver training and safety compliance. In summary, Ghana’s trade corridors are evolving into strategic arteries for West African commerce. While Tema–Ouagadougou leads in volume and infrastructure maturity, Takoradi–Abidjan is emerging as a viable alternative with growing efficiency and regional relevance. This benchmarking provides a data-driven foundation for corridor optimization, stakeholder coordination, and investment planning. Pie Chart for Cargo Volume Share 68% Tema–Ouagadougou 32% Takoradi–Abidjan Expert Quote from Nana Boateng, Logistics Consultant, ECOWAS Trade Observatory Corridor efficiency isn’t just about speed — it’s about predictability, interoperability, and trust across borders. Download report

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Climate Risk Assessment for Coastal Assets

Executive Overview Ghana’s coastal infrastructure faces mounting climate risks that threaten the resilience of its maritime economy, urban settlements, and ecological zones. The Climate Risk Assessment for Coastal Assets provides a comprehensive evaluation of sea-level rise, erosion patterns, storm surge exposure, and infrastructure vulnerability across key coastal regions including Accra, Tema, Takoradi, and Ada. Drawing on satellite imagery, GIS mapping, and hydrodynamic modeling, the report identifies high-risk zones and proposes adaptation strategies to safeguard port facilities, roads, housing, and fisheries. Between 2023 and 2025, Ghana experienced a measurable increase in tidal anomalies and shoreline retreat, with erosion rates exceeding 1.5 meters per year in parts of the Volta Delta and Western Region. Port infrastructure, especially bulk terminals and access roads, showed signs of structural stress due to saltwater intrusion and foundation destabilization. The assessment highlights that over 40% of Ghana’s coastal assets are located within zones classified as “high exposure,” with Tema and Takoradi ports ranking among the most vulnerable due to their proximity to low-lying floodplains and aging drainage systems. The report also examines the socioeconomic impact of climate threats, noting that over 2 million people live within 5 kilometers of Ghana’s coastline, many of whom depend on fishing, trade, and tourism. Displacement risks, loss of livelihoods, and infrastructure damage could compound existing development challenges unless proactive measures are taken. Recommended interventions include shoreline reinforcement using eco-engineering techniques, relocation of critical assets, and integration of climate resilience into port master plans and urban zoning regulations. A key innovation in the assessment is the use of a Coastal Resilience Index, which scores each region based on exposure, adaptive capacity, and institutional readiness. Greater Accra scored moderately due to its planning frameworks and early warning systems, while the Volta Estuary and Western enclaves scored lower due to limited infrastructure and fragmented governance. The report calls for a national climate adaptation fund and inter-agency coordination to accelerate implementation of resilience measures. In summary, the Climate Risk Assessment for Coastal Assets underscores the urgency of climate-proofing Ghana’s maritime infrastructure. It offers a data-driven foundation for policy reform, investment prioritization, and community engagement. As climate volatility intensifies, Ghana’s ability to adapt will define the sustainability of its coastal economy and the safety of its shoreline communities. Population at Risk by Proximity to Coastline 40% 1 – 3km 20% 3-5km 15% More than 5km 25% Less than 1km Expert Quote from Dr. Selorm Tetteh, Coastal Engineer, Coastal Resilience Lab Coastal resilience isn’t a luxury — it’s a frontline defense for Ghana’s maritime economy and the millions who depend on it. Download report

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Port Community Systems: Adoption Roadmap

Executive Overview Ghana’s roadmap for adopting Port Community Systems (PCS) marks a pivotal shift toward digital integration and operational transparency across its maritime logistics chain. As global trade accelerates and regional competition intensifies, the need for a unified digital platform that connects port stakeholders — from customs and shipping agents to freight forwarders and terminal operators — has become increasingly urgent. The PCS initiative, spearheaded by the Ministry of Transport in collaboration with UNCTAD and the Ghana Ports and Harbours Authority, aims to streamline cargo handling, reduce clearance times, and improve data visibility across Tema and Takoradi ports. The roadmap outlines a phased implementation strategy beginning with stakeholder mapping and needs assessment, followed by system architecture design and pilot deployment. Phase I, completed in late 2023, identified over 40 active stakeholder groups and revealed critical gaps in data interoperability, document standardization, and real-time tracking. Phase II, launched in early 2024, focused on building a modular PCS framework capable of integrating customs declarations, vessel scheduling, gate operations, and inland transit documentation. One of the most transformative aspects of the PCS rollout is its emphasis on automation and predictive analytics. By digitizing cargo manifests and synchronizing vessel arrival data with customs clearance protocols, the system is expected to reduce average dwell time by up to 35% over the next two years. Early pilot results from Tema Port show promising reductions in manual processing errors and improved coordination between shipping lines and inland transport providers. The roadmap also addresses policy harmonization and legal frameworks, recommending updates to Ghana’s maritime regulations to support electronic documentation, data privacy, and cross-border interoperability. A PCS governance board has been proposed to oversee compliance, system upgrades, and stakeholder training, ensuring that the platform evolves with industry needs. In summary, the PCS Adoption Roadmap represents a strategic leap toward smarter, more efficient port operations in Ghana. By aligning digital infrastructure with policy reform and stakeholder engagement, the initiative positions Ghana to lead regional efforts in trade facilitation and maritime innovation. The success of this roadmap will depend not only on technical execution but also on sustained collaboration across public and private sectors. Pie Chart Distribution For The Report 20% Customs Division 15% Ghana Ports & Harbor Auth 15% Freight Forwarders 12% Shipping Lines 5% Regulatory Agencies 5% Others 8% Tech Vendors (e.g., GCNet) 10% Terminal Operators 10% Logistics Providers Expert Quote from Adwoa Mensimah, Trade Facilitation Advisor, UNCTAD “Digitizing Ghana’s port ecosystem isn’t just about speed — it’s about trust, transparency, and regional competitiveness.” Download report

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2024 Ghana Maritime Sector Performance Report

Executive Overview Ghana’s maritime sector demonstrated notable resilience and strategic growth between January and September 2024, despite persistent global headwinds including inflationary pressures, energy cost volatility, and geopolitical disruptions. The country’s two primary ports — Tema and Takoradi — recorded a combined cargo throughput increase of 5.1% compared to the same period in 2023. This growth was largely driven by a surge in export volumes, which rose by an impressive 30.7%, offsetting a 6.9% decline in imports. The export boom was anchored by strong performance in gold bullion, crude petroleum, and cocoa products, which together accounted for over 78% of total export value. Transit and transshipment trade also saw significant expansion, with volumes rising by 58.8%. This reflects Ghana’s strengthening role as a regional trade facilitator for landlocked neighbors such as Burkina Faso, Mali, and Niger. Improvements in corridor infrastructure, customs digitization, and port handling efficiency contributed to this upward trend, positioning Ghana as a competitive gateway within the ECOWAS region. Tema Port continued to lead in operational throughput, benefiting from recent automation upgrades that reduced average vessel turnaround time to 36 hours. Takoradi Port, while slightly behind at 42 hours, showed steady improvement through targeted investment in bulk handling and offshore support services. The Ghana Ports and Harbours Authority reported that private sector participation now accounts for 59% of total infrastructure investment, reflecting a shift toward public-private partnerships in port development. Shipping agents maintained stable performance across trade categories, with containerized cargo showing the highest reliability metrics. However, challenges persist in harmonizing documentation standards and improving last-mile logistics, particularly for inland transit routes. In summary, Ghana’s maritime sector in 2024 reflects a dynamic blend of growth, reform, and strategic positioning. While export strength and regional facilitation are clear highlights, the sector’s long-term competitiveness will depend on continued investment in infrastructure, digital systems, and policy alignment. This report provides a foundation for stakeholders to assess progress, identify gaps, and align future initiatives with Ghana’s broader trade and development goals. Pie Chart Distribution For The Report 55.3% Gold Bullion 17.8% Crude Petroleum Oils 8.4% Cocoa Beans & Paste 3.6% Other 6.1% Timber & Wood Exports 5.2% Aluminum & Bauxite 3.6% Fish & Seafood Expert Quote from Kwesi Aboagye, Maritime Analyst, HarborLink Analytics Ghana’s maritime sector is no longer just a gateway — it’s becoming a strategic anchor for regional trade resilience. Download report

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An Overview of Biomethane in the Maritime Transportation Sector

It is estimated that sea-going vessels ( that carry 90% of the world’s trade) contribute at least 3% of all global pollution. Knowing this, the maritime transport sector has been working on adopting a more environmentally friendly fuel alternative as against traditional fossil fuel. That alternate is biomethane. Biomethane, also called liquified biogas (LBG), is a flexible and easily storable fuel that can be used wherever natural gas is used. It is produced from biogas derived from organic matter (often from landfill, food waste, or agricultural waste). When compared to a conventional petrol-fueled vessel, a biogas-powered ship reduces CO2 emissions by up to 90%. Liquified biogas represents an opportunity for the shipping industry to minimize its greenhouse gas emissions (i.e Carbon dioxide from burning fossil fuel). Biogas has a superior burning rate to natural gas. While biogas only has one flammable component (methane), natural gas contains ethane, propane, butane, and even hydrogen. These other chemicals burn under different conditions (temperature, pressure), making it more difficult to burn the fuel efficiently. As the significance of Liquefied biogas (LBG) grows, so does its potential for use in maritime shipping and transportation. Countries in the Baltic Sea Region have launched “project biogas” to investigate the feasibility of using liquified biomethane in the maritime sector and other modes of transportation by developing plans to build an LBG infrastructure ( ports, fuel stations, vehicles, etc). Shipping lines such as CMA CGM Group and A.P Moller-Maersk are committed to the energy transition and have set a goal of becoming Net Zero Carbon by 2050.  CMA CGM has ordered seven new ships powered by biogas, a technology that helps to significantly reduce greenhouse gas emissions while also protecting air quality by eliminating almost all air pollutants. The seven new container ships, which will be delivered gradually beginning in 2024, will serve Guadeloupe and Martinique, significantly increasing services to the two islands while maintaining the same service standards, reliability, and regularity.  A.P. Moller – Maersk has identified partners to produce green fuel for its first vessel to run on carbon-neutral methanol. The partners, REintegrate and European Energy will build a new Danish facility to produce the approximately 10.000 tonnes of carbon-neutral e-methanol that Maersk’s first vessel with green e-methanol capability will consume annually. Maersk will collaborate closely with REintegrate and European Energy on the facility’s development. The fuel is expected to be available in 2023. Although not all maritime ecosystem players have embraced biomethane, the product has a significant potential role and a great future in the transformation of the global maritime energy systems into green and energy-efficient ones.  

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Lighthouse

Photo by Howard Follas on Unsplash Because of technology Lighthouses are not popular these days, but it was quite popular in ancient days because it was used as one of the instruments to warn Seamen of dangers and also serve as a navigational aid. I will define Lighthouse as any tall structure that is close to a water body that produces and discharges light from within to serve as a navigational aid for pilots at sea or on inland water. Lighthouses that are operational are few because of the expenses of maintaining them and most are now seen as monuments around the world. Did you know that the earliest first known lighthouse(Pharos of Alexandria) was built in Egypt over 2000 years ago? It was named as one of the  tallest man-made structures and the Seven Wonders of the ancient world. The lighthouse was destroyed by encroachers and earthquakes. The oldest existing lighthouse is The Tower of Hercules(La Coruña) which is located in Spain. It had and still serving as a landmark and a lighthouse for centuries. It is being used in giving signals to the maritime, which is a testimony to the present use of ancient civilization in navigation and also helps in understanding the routes of the Atlantic Sea in Eastern Europe. Lighthouses are unique architecture, I always wanted to climb one and see how wonderful it is. Looking forward to your thoughts in the comment section.

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Mooring Rope

Mooring is the act of tethering or tying a vessel to a secured object in order for it not to shift when it is berthed(parked). The object used in performing mooring is a rope. A mooring rope/line can be made of either a chain, wire or synthetic fibre and it can also be made with all these materials combined.  A chain is the heaviest of the mooring lines and is mostly useful for long term mooring. It is suitable for shallow waters. Because of its low elasticity, it is able to hold out against strong force for a long time. A wire can be made of a spiral strand, a multiple strand rope or a six-strand of rope and it’s a bit lighter and stretches than a chain line and it’s fit for deeper waters. Because of its features, the vessel might not be stable as compared to how chain wire will hold a vessel. The most commonly used mooring rope is synthetic fibre. The synthetic fibre is highly lightweight and elastic which makes it buoyant(float) when in water. They are usually used in waters which is higher depth. It consists of polyester, polypropylene, polyethene, and polyamide. A synthetic fibre rope can either consist of any one of these fibres or all of them put together. Quality mooring ropes require to be lightweight, chemical resistant, UV stabilized and high strength. Know that each type of rope is used differently based on these factors, the weather of the port at the particular time, the depth of the weather, the waves, tides, currents or the surge from a passing vessel and the type of ship.

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SHIPS / VESSELS

Minus vessels or ships a port will be useless. We know what a port is and its types, now let’s dive into what a ship or vessel is, the types and its functions. A ship is a large boat for transporting people or goods (cargo) by sea as defined by the Oxford dictionary. Vessels come in all shapes and sizes and are designed to carry a wide variety of cargoes. Below are some of the main types of ships. Dry Cargo Ships Dry cargo vessels were the backbone of the world’s merchant fleet. Known as general cargo vessels, These ships will mostly have four or five holds (a hold is the cargo space in a ship), with one or, in a few cases, two holds aft(behind ) of the engine room, and four to five holds generally forward of the engine room. They have long protruding ropes for lifters by each hold. These lifters are used to load and unload the cargo. The cargo is usually packaged and moved as single parcels, or assembled together on pallet boards. Stevedores go down into the holds to hook up the cargo to be lifted out. Some general cargo ships may also have refrigerated spaces for perishable cargo. The average general cargo ship is about 500 feet long. Bulk CarriersLike general cargo ships, bulk carriers will have large hydraulic hatches covering the holds, but will not have any overhead ropes. Bulk carriers are used for things such as grain, ore, wood chips, etc, that can be poured down into a hold. For loading, cranes with grabs are the norm although specialized equipment may be used for certain cargoes. When vessels unload using cranes and grabs, personnel and vehicles will often be placed inside the holds to assist the process. Cargo will usually be unloaded into hoppers and will then be transferred by conveyor to silos or open storage, smaller vessels may discharge directly into road vehicles. Container VesselsThese ships are designed to carry large steel containers that are usually 20 feet or 40 feet long, eight feet wide and eight feet tall. These ships are loaded and offloaded by large cranes to and from trucks. There are some that are also designed where the bow opens up and barges are pulled in that have containers on them. Container ships are limited to ports that have container terminals. The advantage of using containers is that all the cargo in each container will be destined for some location away from the port taken there by either truck or rail. This does away with the warehouses that are needed for general cargo ships where the cargo is divided up and loaded into truck trailers or railcars. Container ships come in many different sizes; some now are incredibly huge. Reefer VesselsThey’re ships designed to carry a refrigerated cargo usually comprising of perishable goods such as fruit or meat. The cargo is stuffed in holds which are sealed with temperature controlled. Traditional reefer vessels have been largely replaced by the use of reefer containers which may be carried on board a container vessel. Reefer containers only need a power source to function although they are usually loaded to allow the crew to inspect them during the voyage. Ro-Ro VesselsRoll on-Roll off or Ro-Ro vessels come in many forms including vehicle ferries and cargo ships carrying truck trailers but the major type used for the transport of road vehicles is the car carrier. These slab-sided vessels feature multiple vehicle decks comprising parking lanes, linked by internal ramps with access to the shore provided by one or more loading ramp. Cargo capacity of such vessels is measured in Car Equivalent Units (CEU) and the largest car carriers afloat today have a capacity of over 6,000 CEU. Liquid Cargo ShipsThese vessels, collectively known as tankers, are little more than oil drums with an engine. Tankers were first developed in the mid nineteenth century when the use of iron allowed liquids to be carried in bulk economically and without leakage. Tankers are divided into separate tanks into which the cargo is pumped using a pipeline system. Modern tankers have large and separated ballast tanks to allow them to sit lower in the water on the return ’empty’ journey to improve stability. Many tankers also feature systems to add an inactive gas to the tanks to reduce the risk of fire and explosion. Product CarriersThey are generally smaller than crude carriers, transport the refined products from larger terminals to smaller ports around the world. Products carried can include petroleum, jet fuel, diesel, asphalt, lubricating oil and tar. Smaller tankers are also used to transport non-petroleum bulk liquids such as molasses and palm oil. Passenger (Cruise) VesselsPassenger’s vessels include everything from 10 person foot ferries up to cruise ships that carry over 6,000 passengers. Maybe it’s the most specialized cargo of all, the needs and desires of passengers have driven the design of the modern ferries and cruise vessels. Ferries, once seen as ‘a means to an end’ for most, are now lavishly equipped with lounges, restaurants, shops and entertainment facilities, particularly when the ferry is on a relatively long route. Today, cruise passengers demand and expect a wide range of facilities including casinos, gymnasiums, shops, theatres, cinemas, pools, restaurants and bars. The largest cruise vessels can be up to 360 m. long and 60 m. wide. Popular cruising areas are the Mediterranean, Caribbean and Scandinavia. TugsThe tug is vital to the maritime industry. Modern tugs are highly seaworthy with pulling power of 100 tonnes in excess, although harbor tugs are generally much less powerful, they are on hand in ports around the world to assist in the berthing, and movement of large or less seaworthy vessels within port limits. Tugs are also used to assist vessels during periods of bad weather or when carrying dangerous or polluting cargoes. Harbor tugs are also often employed to move barges, floating cranes and personnel around ports. Larger units are kept on standby in strategic locations to

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Ports

A port is an area on both land and water, whether on the sea or river, that provides facilities for vessels and boats, and also allows constant or periodic transaction of shipment. Port can be a natural establishment or an artificial construction, which provides a place for the loading and unloading of cargo. The depth of a port plays a vital role in allowing various types of ships to enter and dock at the port. These days most of the ports (especially seaports) are well-equipped with specialized fixtures such as forklifts and gantry cranes to facilitate regular dealings of cargo. Ports can be of great significance to a nation, as it promotes the commercial welfare and the trade scenario. Ports can also be of military importance, as they are used to keep the warships before moving out to the battle scene. Ports are classified into types based on factors such as depth, location, and ship sizes. Some of the main types of ports are as follows: Sea Ports Sea ports are the most common types of ports around the world which are used for commercial shipping activities. These ports are built on a sea location and enable the accommodation of both small and large vessels. Numerous seaports are situated along the coastline and actively handle the ongoing cargo transactions. A seaport can be further categorized as cargo port or cruise port. Examples of a seaport in Ghana are the Tema and Takoradi ports. Inland Ports Inland ports are built on smaller water bodies such as rivers or lakes. They can either be for cargo purpose or for passengers or for both. Some of these inland ports can have access to the sea with the help of a canal system. As such ports are built on inland waterways they usually behave like normal seaports but are not able to allow deep draft ship traffic. Some of the inland ports can also be specifically made for recreational purpose allowing only small sized vessels or can be used just for ferrying people and fishing activities. Inland ports are known for their quality to function in a smooth manner, unlike sea ports. These ports can also sometimes be referred to as dry ports, and are similar to active intermodal hubs. Yeji ferry services, Akosombo Ferry in the eastern region and the Boankra inland port which is yet to be operational are examples of inland ports in Ghana. Fishing Ports Fishing ports, as we call it fishing harbor in Ghana, existence depends on the availability of fishes in that region of the ocean. A fishing port can be either inland port or a seaport. Dry Ports Dry ports are inland terminals that can be interconnected with a seaport via road or rail transportation facilities, and they usually act as centers of multimodal logistics. A dry port proves useful in the trade of importing and exporting cargo and can help to lessen the inevitable congestion at a nearby seaport. Its functions are quite similar to that of a seaport, with the only difference that is not situated near the coastline. A dry port has all the necessary machinery to handle the constant clearance of shipment, like proper cargo-instrumentations, rail sidings, storehouses, and even container yards. Cruise Home Ports This type of port specializes in dealing with the activities of a cruise ships, and provides the platform for the passengers to board and disembark the cruises at the beginning and the end of the journeys, respectively. A cruise home port is also capable of providing the essential provisions required for a luxurious cruise voyage. The supplying may vary from fuel resources to fresh drinking water, wines, foods etc. Cargo Ports As the name suggests, these ports act according to the cargo it manages and the amenities available differ from one port to the other. These ports are also known as “bulk ports” or “break bulk ports”. The cargo ports involve many mechanical techniques to load or unload the shipment. A cargo port may be designed to deal with single, as well as multiple types of products. Items such as liquid fuels, chemicals, food grains, timber, machines and motorcars, are transported to various places, employing the adeptness of a cargo port. D A cargo port which engages in the transfer of containerized goods is referred to as a container port. Numerous operating terminals branch out from individual bulk ports, and are assigned to maintain the various kinds of ship ladings.

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