Currently, the port of Takoradi is accommodating multi-purpose, OSB and container vessels at the same quay, at berths 3
5. The current operations feature the following operational bottlenecks, which justify the need for a Multi-Purpose and/or
• there is no dedicated container terminal in Takoradi, which results in suboptimal service levels, increasing the costs of
transport of goods;
• there is no storage area for general cargo and container directly at the quay, which increases the costs of stevedoring
as bringing the goods to the yard, involves a double handling via the dividing bay;
• the offshore supply base market has grown rapidly in the past years, and the need for space in the port. Offshore
supply companies require storage, assembly and production areas in the port. To that end, the Viking Offshore Supply
developed a plan to reclaim land in the timber pond (old harbour basin) to accommodate these customers. As the
materialization of this development is still highly uncertain (no infrastructural works have begun), the demand of the
offshore supply companies remains.
• for the agribulk products, such as cocoa and wheat, the current draft limitations restrict the companies to employ
larger vessels for transport and increase the call sizes and reduce the transport costs.
Taking into account the above, there are various reasons to develop a multi-purpose and/or container terminal in the port
of Takoradi, including:
• developing the port of Takoradi as a long term competitive alternative to the port of Tema, in order for Ghanaian
importers and exporters to have two comparable alternatives. Additionally, competition triggers improved service
levels and lower tariffs. It avoids possible monopolistic behaviour;
• accommodate the growing oil & gas sector which stimulate the Ghanaian economy
• reducing transport and cargo handling costs by creating efficient port terminals
Description of asset
The latest version of the Takoradi Port Master Plan foresees a Multi-Purpose terminal of 31.6 hectares (12.2 Ha plus 19.4
Ha) and a quay wall of 700m at C.D. -14.0m. The location of the Multi-Purpose terminal has altered from previous
versions of the Master Plan, where it was located on the south side of the northern basin (where now the container
terminal is located). Traffic calculations based on the projected volumes, using various design vessels indicate that Multi-
Purpose vessels require a only one berth of 230m length at least for the first 10 years of operation. For the OSB vessels,
three berths would suffice totaling to 330m in length. Further, the OSB vessels can be still handled at the existing quay,
berths 3-5. To make maximum use of the public infrastructure, it is therefore recommended to combine the multi-
purpose vessels with the container and RoRo traffic at the same quay, at the formerly planned container terminal area
(30 hectares with 795m quay at C.D. -14.0m). Two berths at the quay would be sufficient to accommodate the container
and multi-purpose vessels.
Description of services
The preferred PPP structure for the development, operation and maintenance of the Takoradi Multi-Purpose Terminal is a landlord type of concession. The landlord structure transfers all the operational responsibilities to the private terminal operator. GPHA is responsible for
delivering the general port infrastructure such as breakwaters, access channels and a turning basin and for the basic infrastructure
such as the reclamation and quay walls. The Terminal Operator is responsible for the delivery of the superstructure such as the
pavement, terminal buildings and gate complex and for the delivery of all terminal equipment. Compensation for the investments made by GPHA is paid by port users through port dues and concession fees paid by the operator. The operator is being compensated for its investments by the terminal users (shipping lines) through the stevedoring and storage fees.
An eventual expansion of the terminal (phase 2) comprises the new 700 meters quay wall and corresponding land reclamation
and is indicated with the orange blocks. This expansion is subject to market demand. It is envisaged to structure this expansion
under a BOT contract form, which means that the Terminal Operator is responsible for the delivery of the 700 meter quay wall and corresponding landfill (reclamation).
Rationale for selection of PPP mode
The project is part of the Master Plan for the Port of Takoradi (2015). The Master Plan concerns the outlook for the
Port of Takoradi in terms of future trade and land use, while the Development Project concerns the first phase of the
connected port infrastructure construction works.
The project aims to modernize the port; provide necessary capacity expansions for cargo handling and storage; allow larger
vessels to call the terminals; and improve the operational efficiency of cargo handling operations. After completion, GPHA,
the port authority, will be able to establish specialised cargo terminals dedicated to specific types of trade (e.g. dry bulk,
liquid bulk, containers, etc.) and the authority may attract concessionaires to invest in terminal superstructure and
equipment; and operate the terminal in accordance to industry standards under modern PPP principles.
Information will be published as soon as it is available.