Page 1

Kenya Ports Authority Handbook 2010-11

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Kenya Ports Authority



Kenya Ports Authority PO Box 95009-80104, Mombasa, Kenya Tel: +254 41 211 3999/2999 Fax: +254 41 231 1867 Email:



29 Container Freight Stations

Investing in a great future for Port of Mombasa

Off-port CFS services help speed up container throughput

Major investment puts Port of Mombasa in pole position


34 Dongo Kundu Free Zone


Location Kenya


10 Container terminal

Container terminal goes from strength to strength

12 Second container terminal Kenya Ports Authority Handbook 2010-11 is published by:

New second terminal will double container capacity of Mombasa

New free zone project is key part of long-term strategy By-pass go ahead opens up south coast


Specialist handling of chemicals and vegetable oils

40 Port Control Tower

New Harbour Control Tower

13 Private Container Terminal

43 Hinterland traffic


46 Magadi Soda


47 Railway

Tel: +44 (0)1206 752 902 Fax: +44 (0)1206 842 958


21 WFP

50 Transport corridors

The opinions expressed in this publication are not necessarily those of the editor nor of any other organisation associated with this publication.


land&MARINE Land & Marine Publications Ltd 1 Kings Court, Newcomen Way Severalls Business Park, Colchester Essex CO4 9RA, UK

No liability can be accepted for any inaccuracies or omissions. Printed by Pensord ISSN 1743-5056 Š 2010 Land & Marine Publications Ltd

Terminal area will be privately operated

Mombasa shipping agents and lines represented Private sector offers modern and efficient handling of bulk grain Vital point of transit for UN food aid Ideal cruise ship call for spectacular game viewing

Improved hinterland links allow smoother flow of transit traffic Soda ash exporter to expand port capacity Historic rail link has potential for growth in freight traffic Improved transport corridors help speed flow of goods

53 History

History shapes modern port

26 Lamu Port

56 KMA

28 Port Performance


Northern megaport and freight corridor offer huge potential for new trade Port’s performance goes from strength to strength

Maritime Authority set for new challenges

62 Directory


Kenya Ports Authority


Investing in a great future FOR PORT OF MOMBASA

IT GIVES ME great pleasure to introduce this latest edition of the Kenya Ports Authority Handbook. This edition is being published at a time of great change for KPA. As an authority, we have spent the last few years transforming Mombasa into one of Africa’s truly great seaports. Furthermore, and against the background of a global economic downturn, I am delighted to announce record traffic figures for 2009 with the Port of Mombasa handling 19.06 million tonnes of cargo including a container throughput of 618,816 teu. Yet the KPA is set for even bigger things as work on a second container terminal gets under way in Mombasa for completion in 2013. A privately run container terminal using existing berths is being considered and plans are taking shape for a new deepwater port close to Lamu. After completing a major modernisation programme at the existing container

terminal, we have greatly improved our internal systems and structures, including the installation of the latest information communications technology (ICT). As a result, all indicators show that Mombasa is an increasingly efficient container gateway to East and Central Africa. I also believe that this efficiency can be further improved by greater private sector participation in port operations.

assure all of our customers in Kenya and elsewhere that we are working hard on their behalf.

Mr Gichiri Ndua Managing Director Kenya Ports Authority

MULTIPURPOSE Mombasa is a multipurpose port handling a range of cargoes such as imports of cereals, chemicals and petroleum for the local economy and for those beyond Kenya’s borders and exports of tea, coffee and soda ash. In its role as regional gateway port, Mombasa has a heavy task placed upon it to ensure that Kenya’s landlocked neighbours have a modern outlet to the sea. We take this role very seriously and I can


Kenya Ports Authority


Major investment

puts Port of Mombasa in pole position

THE PORT of Mombasa is Kenya’s only deepwater port. It serves a fastexpanding and economically dynamic nation of about 40 million inhabitants. Moreover, Mombasa is effectively the only deepwater gateway for Uganda, Rwanda, Southern Sudan and parts of many other land-locked states beyond Kenya’s borders. With few viable alternatives between Djibouti and Durban, cargo naturally funnels into and out of Kenya in a huge arc.

This is not to say that Mombasa has no competitors; but the huge investment by Kenya Ports Authority (KPA) and the tremendous strides it has made over the past few years have resulted in the port becoming pre-eminent in the region. Having transformed the Port of Mombasa and set ambitious targets to gain a place among the world’s top ranked ports, KPA is not resting on its laurels. In fact, the pace seems to be quickening, even in a time of global economic uncertainty. The Port Master Plan is already under review to ensure it meets Kenya’s goals as part of the nation’s Vision 2030 initiative. Work began in 2009 on a second 1.2 million teu container terminal and plans were announced to create a third, smaller container handling facility by converting existing berths, where ships currently use their own gear, into a dedicated and independently run terminal. Meanwhile, the

existing terminal continues to be upgraded with the arrival of new equipment. Bigger terminals mean bigger ships and the KPA has committed itself to a major dredging programme The KPA is to spend about KES 4.5 billion to allow the latest generation of large containerships to call at the Port of Mombasa. Water depths will be increased from 13.0 to 15.0 metres. This increase in depth will also allow larger tankers and bulk carriers to call.

Growth As container traffic through the port continues to grow, the completion of these new terminals will be timely. In 2009 the port handled a record 618,816 teu. Despite poor global market conditions, overall throughput grew by 16.1 per cent in 2009 to post a best-ever performance of 19.06 million tonnes, of which 26.1 per cent was transit traffic.


Kenya Ports Authority


Overall container handling efficiency has been greatly enhanced by the construction of a series of privately held off-port container freight stations, which have freed up much-needed space at the container terminal and dramatically reduced box dwell times.

front Operating System (Kwatos), which became operational in mid 2008, works in conjunction with the Kenya Revenue Authority’s Simba system. In addition, a port community based system will be in place in 2010, ensuring faster cargo clearance via a single window clearance platform.

Combining both hardware and software is the port’s impressive 89 metre tall control tower, which now dominates the Mombasa skyline and allows personnel to safely oversee all maritime activities using a state-of-the-art vessel traffic management system.

At the same time, the introduction of 24/7 working throughout the port has been an added advantage for both carriers and port users.

LPG terminal A new import terminal for liquefied petroleum gas is also being built. This facility will handle vessels up to 27,000 dwt and will allow Kenya to import about 600,000 tonnes a year of LPG. While addressing hardware and infrastructure issues, KPA has also invested heavily in its operating systems. The Kilindini Water-


Kenya Ports Authority

Location kenya








1 12 13 14 16





























10 9 8

11 •N


7 5 •K










3 2




1 •A

Fenced Port Area KPA Land Mombasa Island Berths Anchorage Beacons and Buoys Road


Kenya Ports Authority

Container terminal

Container terminal

goes from strength to strength

AFTER YEARS of steady expansion and development, Mombasa’s Kilindini Container Terminal is easily the largest facility of its kind on Africa’s east coast. The three-berth terminal is operated by the Kenya Ports Authority (KPA). Until comparatively recently, the rapid growth rate in container traffic had put severe strains on a container terminal with an annual capacity of just 250,000 teu as East African economies continued to perform well. But the purchase of the latest ship-to-shore gantry cranes and a series of other measures, coupled with the slowdown in international trade in 2009, have allowed the facility to greatly exceed this theoretical limit. So, counting adjacent berths, which are used by geared vessels and are due to be reconfigured as an independent terminal, Mombasa is regularly handling more than 600,000 teu per year in what amounts


to a continuous terminal of 964 metres comprising five berths. Berths 16 to 18 have six ZPMC ship-toshore gantry cranes of 40 tonnes capacity each. Two gantry cranes are allocated to each berth. They are supported by modern terminal tractors and reach stackers.

INCREASE THROUGHPUT In 2008 an enlarged stacking area was opened close to Berths 12 to 14. This allows loaded containers to be stacked five high to create up to 2,000 ground slots. Annual throughput has been increased by 150,000 teu. But it was the creation in 2007 of off-dock storage and clearance that revolutionised the handling of containers, which are now transferred quickly from the terminal to one of seven container freight stations located close to the port.

Equipment List STS


Skeletal trailers








Terminal tractors


To be bought by at least mid-2011





Mobile cranes




Pilot boats


Terminal tractors




Man-lift equipment


Mooring boats


Mooring boats


Low-bed trailers


Pilot boats


Reach stackers


Reach stackers



Kenya Ports Authority

Second container terminal

New second terminal

will double container capacity of Mombasa

PHASE ONE of a second dedicated container terminal in the Port of Mombasa will be fully operational by 2013. The new terminal will more than double the throughput capacity at what is already the busiest container port in East Africa.

CAPACITY Eventually, the second container terminal will have an annual throughput capacity of 1.2 million teu. The project is being financed entirely via soft loans from the Japan International Co-operation Agency (JICA). In fact, the US$235 million project is JICA’s biggest in Kenya. Work on the scheme began in 2009 and is being supervised by Japan Port Consultancy Ltd.


KPA has already decided that the second terminal should be operated by a concessionaire and in some form of competition with the authority’s own container handling facility. The concessionaire will be free to use its own equipment and will be expected to arrange the procurement of fork-lift trucks, terminal tractors, etc. However, the main container handling equipment – ship-toshore gantry cranes, rubber tyred gantries, etc – will be provided by the Japanese as part of the loan agreement. The new terminal will occupy a 48.4 hectare site west of the Kipevu Oil Terminal. The project also includes: • Extending the rail line that currently serves the container terminal operated by KPA • Building a new access road

• Installing new buoys and markers in the maritime access channel. At the same time, KPA is dredging the Kilindini maritime channel to accommodate vessels of up to 15.0 metres draught and is widening the turning basins to accommodate the latest generation of containerships that are expected to use the new terminal.

Kenya Ports Authority

Private Container Terminal

Terminal area

will be privately operated

WORK to upgrade Mombasa’s main container terminal is now virtually complete. Construction of a second terminal with a capacity of 1.2 million teu has already commenced and Phase 1 is due to begin operating by 2013. Container volumes through the Port of Mombasa have continued to grow, however, reaching 618,816 teu in 2009. This is a near 40 per cent increase in just five years. The port continues to attract traffic as the emerging economies of East Africa grow at a healthy pace.

the edge of the existing container terminal, which starts at Berth 16, and offer it on a concessionary basis to a private operator. At the same time Berths 13 and 14 will be upgraded. These have been prioritised by Maersk Line for container handling, but only by employing ship’s own gear.


The appeal of Mombasa as a gateway can also be gauged from the fact that, by mid 2009, the port was already receiving more than 20 shipping lines as customers.

These berths need to be strengthened in order to receive ship-to-shore gantry cranes and a range of new yard equipment. More significantly, the berths would be operated as a separate entity. KPA plans to concession the area to a private operator, but the authority would remain as landlord.

To cope with this continuing growth, and before the second container terminal enters service, the Kenya Ports Authority aims to dedicate an area from Berth 11 to

The additional capacity will help the KPA to achieve its aim of attracting transhipment traffic. Until now, Mombasa has been working at full capacity, handling national

and transit cargo, with limited scope for seeking additional business. This is set to change, however, as new capacity comes on stream and more space is freed up to handle other traffic. Seychelles, Mauritius, Madagascar and Zanzibar would also be obvious destinations to which containers could be feedered via Mombasa.


Kenya Ports Authority





Maersk Kenya Ltd

Maersk, Safmarine

Gac Seaforth Shipping (K) Ltd

Tramp Operators

Sturrock Shipping Kenya Ltd

CCNI, Tramp Operators (Tankers)

Oceanfreight (EA) Ltd

Mediterranean Shipping Company (MSC)

Inchcape Shipping Services Kenya Ltd

Mitsui OSK Lines (MOL), Conti Lines, COSCO, Cido, Tramp Operators

PIL (Kenya) Ltd

Pacific International Lines (PIL)

Seabulk Shipping Services Ltd

Tramp Operators

Wilhelmsen Ships Service Ltd

Tramp Operators

Diamond Shipping Services Ltd

EUKOR, APL, CSAV, Ethiopian Shipping, Hoyer Line

CMA CGM Kenya Ltd

CMA CGM Line, Delmas Line

East African Commercial and Shipping Co Ltd

NYK line, NYK-Hinode line, Multinational Logistics Services

Green Island Shipping Services Ltd

Tramp Operators

Express Shipping & Logistics (EA) Ltd

Tramp Operators

Emirates Shipping Agencies Kenya Ltd

Emirates Shipping Line

ZIM Kenya

ZIM Integrated Shipping Svcs, Laurel Navigation Line (LNL)

African Shipping Line Services (Kenya) Ltd

Hyagreeva Lines

I. Messina (K) Ltd

Ignazio Messina, C. Spa

Sharaf Shipping Agency (K) Ltd

Baltic Lines, TS Lines

Zam Zam Shipping Agency

Tramp Operators

Spanfreight Shipping Services Ltd

United Africa Feeder Line (UAFL), Dens Ocean Live Stock Express

Transworld Shipping & Logistics (K) Ltd


African Liner Agencies Ltd.

Global Container Lines, Emkay Shipping Lines, Al Jazeera Shipping Co.

Cargo World Aviation Limited

DW Shipping Company

Rais Shipping Services (K) Ltd

NYKCOS, Seaconsortium / CPM

ECU Line (K) Ltd

Ecu Line group, All Cargo Global Logistics, Thrutainers

Makedonia Maritime (K) Ltd

Tramp Operators

Motaku Shipping Agents Ltd

Tramp Operators

Kenya National Shipping Line Ltd

Kenya National Shipping Line (KNSL)

WEC Lines Kenya Limited

WEC Lines

Spears Ship Contractors (K) Ltd

Tramp Operators

Seatrade Agencies (K) Ltd

Wan Hai Lines, MUR Shipping

Gulf Badr Group (Kenya) Ltd

Evergreen Line


Kenya Ports Authority


Private sector offers modern and efficient handling of bulk grain

Grain Bulk Handlers Ltd (GBHL) operates a world-class grain terminal in the Port of Mombasa. The terminal is a grain hub for millers, traders and relief agencies, allowing them to stock enough grain to meet the food needs of the region and to respond rapidly to regional food emergencies. It receives bulk cereals from around the world destined for customers in Kenya and across East and Central Africa including the Great Lakes region, Southern Sudan and Somalia. GBHL is a private company set up in 2000. It is a success story for private investment, bringing the latest cargo handling techniques to the Port of Mombasa and to East Africa. Today, with discharge rates of 600 tonnes per hour and with 11,000 tonnes often being discharged in 24 hours, importers can expect to enjoy significant cost savings.

Before GBHL was set up, local importers were being charged US$24 per tonne to receive bagged cargo. Now they pay GBHL just US$12.50 for bulk deliveries, a rate that has remained unchanged since 2000 and is regulated by the Kenya Ports Authority (KPA).

BENEFITS Other incremental benefits for ship operators and importers are faster discharge times, lower freight and insurance costs, greater economies of scale, improved cargo quality, lower inventory costs and, perhaps most importantly, better accounting of discharged and delivered quantities. Prior to this, imports were handled by a less-than-efficient combination of grabs, vacuvators and mobile bagging plant operations that resulted in high spillage rates, heavy dust emissions and weak

accounting for cargoes. It also meant a discharge rate of only 2,500 tonnes a day. KPA has also achieved better utilisation of berths and increased revenues from harbour dues. The terminal is a Kenya Revenue Authority bonded area that is allowed to receive unentered cargo. Customs officials and members of the public can monitor discharge operations from a window in the tower house on the quay apron. Customs and the KPA receive a print-out of the progressive discharge weighing. Customers receive a daily delivery weighing report on delivery in bulk or bagged form via the terminal’s road and rail weighbridges on exit. The terminal has an annual throughput capacity of 3 million tonnes and is designed to handle a wide range of grains.


Kenya Ports Authority


High demand in Kenya for maize – usually produced by local farmers – led to GBHL handling record quantities in 2009. In the light of maize shortages caused by drought and failed crop harvest in the last two years, GBHL’s ability to handle large volumes of maize has undoubtedly eased the food crisis in the country. In terms of equipment, the initial facility comprised two Bühler Portalino ship unloaders with a combined capacity of 600 tonnes per hour; two fixed-belt conveyors linking the berth to the transit silo complex; two automatic scales to measure the weight of discharged cargo; a 50-tonne mobile crane; and seven Bobcats for mechanised trimming inside the holds.

• A flat-store shed with 18,000 tonnes of bulk storage capacity • Two bagging sheds with a total of 10 bagging lines with a combined capacity of 500 tonnes per hour

• Two calibrated bulk delivery hoppers for road

• Two calibrated bulk delivery hoppers for road and rail traffic

• Two road weighbridges of 72 tonnes capacity each.

• A rail weighbridge of 140 tonnes capacity


• Two road weighbridges of 72 tonnes capacity each

In addition to the original concept and as part of a major new investment, GBHL is set to expand its operations by adding a further 50,000 tonnes of storage capacity and a new Portalino offloader.

• Two standby generators covering full terminal operations.

The transit terminal has:

Meanwhile, the bulk storage terminal comprises:

• 24 transit silos with a total bulk storage capacity of 67,500 tonnes

• 14 long-term bulk storage silos with a total capacity of 55,000 tonnes


• Two bagging sheds with 10 bagging lines with a combined capacity of 500 tonnes per hour

GBHL is also extending its conveyor system along its existing wayleave at the berth to utilise capacity which until now has gone untapped. This will enable the terminal to handle the larger vessels

currently arriving to discharge grain without the necessity to haul the vessel along the berth, as happens at present. Once the expansion is complete, GBHL will have the most technologically advanced facility of its kind in Africa, with an annual throughput capacity of 3.5 million tonnes. About 20 per cent of imported cereals are in transit to countries beyond Kenya’s borders: Uganda, Rwanda, Southern Sudan and even northern Tanzania. GBHL allows importers a period of free storage in silos. If a customer requests delivery in bags these can be delivered direct or they can be stored at companyrun warehouses. GBHL has a total warehouse capacity of about 125,000 tonnes of bagged cereals and this space can be rented on a weekly or monthly basis.

GBHL has a fleet of up to 50 trucks for shunting bagged cargo from the receiving area to the warehouses. This allows smaller upcountry millers to use the Mombasa warehouse for buffer storage as they do not always have the capacity to receive large shipments.

Long-term silo storage In addition to warehousing, GBHL offers its customers the option of long-term silo storage, which for major commodity traders and international aid agencies is less expensive than bagged storage. GBHL has 55,000 tonnes of bulk storage comprising 10 silos of 5,000 tonnes capacity and four of 1,250 tonnes capacity. It also has two bagging points, two bulk hoppers and two road weighbridges with a data link to the transit terminal complex and computer network.

In response to demand, GHBL plans to add a further nine 5,000-tonne silos and four smaller silos of 1,250 tonnes. This will boost its total long-term storage capacity to 105,000 tonnes. All long-term storage facilities are designed to ensure that the bulk grain does not deteriorate in the silos. All silos are fitted with temperature monitors, devices for aerating the grain and facilities for fumigation. These long-term storage facilities are linked to the main transit terminal by a 300 metre single-belt encased conveyor with a transfer speed of 600 tonnes per hour. The conveyor is fitted with an in-line batch weigher. Customers can take delivery from the silos in either bulk or bagged form in the extension complex. There are two hoppers for bulk road deliveries. Bagged deliveries are via the bagging plants, which have a total capacity of 500 tonnes per hour.


Kenya Ports Authority


There are plans for a two-line rail siding and a new road system to link the terminal with the area’s main access roads, thus helping to speed deliveries throughout Kenya and beyond. The extension complex has a common entry/exit gate for rail wagons and a separate entrance/exit for trucks. The road gate has two 72-tonne weighbridges.

TOP QUALITY Since its inception, GBHL has worked closely with KPA to provide customers with top quality service and to ensure that tariffs remain competitive. The GBHL operation also allows large amounts of dry bulk cargo to be handled using only a limited amount of quay space, which remains at a premium in Mombasa. Furthermore, in 2008 and 2009 GBHL showed it had sufficient capacity to handle large and unexpected inflows of emer-


gency cargo at a time when many Kenyans and others across East Africa depended on overseas aid supplies to offset a local shortage of food. The operators of GBHL recognise the need to protect the environment and maintain handling systems that are free of noise, dust and spillage. Thus, dust emissions at GBHL are kept at minimum levels. Importers also receive clean grain with dust already extracted. GBHL is keen on maintaining the environment and is involved in tree planting activities around the coastal region. In order to alleviate the shortage of safe drinking water in the locality, GBHL has invested in a water tanker that distributes clean water to communities in and around Mombasa that are experiencing severe shortages. GBHL has also funded and facilitated the building of a clinic at Dzikunze,

in Kilifi, to provide health services to the surrounding community. GBHL has been at the forefront in assisting victims of various calamities, the most recent incident being assistance for victims of the Faza fire.

Kenya Ports Authority


Vital point of transit for UN food aid

THE Port of Mombasa is one of the world’s busiest transit points for aid cargoes controlled by the United Nations’ World Food Programme (WFP). Food aid to Africa is growing fast and this is supported by figures which show that Mombasa handled over 1 million tonnes of aid cargoes in 2009 – or nearly double the amount of food discharged in 2007. In 2008 the WFP handled 674,000 tonnes of cargo made up of bulk cereals as well as blended foods, pulses and vegetable oil. Of the bulk cereals discharged in Mombasa, about half was bagged by WFP at its facilities alongside the berth or at the nearby operation run by Grain Bulk Handlers Ltd (GBHL). From Mombasa, the WFP reaches deep into the heart of Africa with aid cargoes destined for Somalia, the eastern region of the Democratic Republic of Congo,

Southern Sudan, Uganda, Rwanda and Burundi, as well as for rural areas of Kenya, where some 3 million people are thought to depend on food aid. With a share of nearly 40 per cent, Somalia is by far the biggest destination for such cargoes.


from forwarders such as Mitchell Cotts and Portside Terminals according to demand. All told, these facilities provide between 60,000 and 70,000 tonnes of capacity in the port. Outside the port, the WFP rents further facilities, including one large warehouse of 45,000 to 50,000 tonnes capacity which it operates with its own staff.

The size of the WFP operation can be gauged from the fact that it has 72 staff in Mombasa of whom over 30 are involved directly in the programme’s warehousing operations inside and outside the port. It is also interesting to note that the WFP has about 50 ships on charter worldwide at any one time.

Despite the sheer size of the WFP operation in Mombasa, the programme keeps no stock. Incoming cargoes are always pre-destined for elsewhere. However, the WFP recognises that it needs to do so in order to react more quickly to regional emergencies.

The WFP has dedicated warehousing facilities with a total capacity of 12,000 tonnes at BP1 which it leases from the port. The WFP also rents other warehousing space from private companies in the port and

In order to meet this requirement and to increase its overall capability, the WFP is seeking to control more of its own capacity, both within the Port of Mombasa and outside the port gates. Such a move


would also allow the WFP to create warehousing capacity to meet its own special needs. A location inside the port would be ideal, as this reduces handling costs. The WFP is working closely with the Ports Authority and the Kenyan government to achieve this.

Mombasa these operators serve destinations as far away as Kampala. In terms of sea transport, the WFP offers transhipment by chartered vessels to Somali ports such as Bossasso, Berbera, Mogadishu and Kismayu. All of these deliveries are made with naval escort.

stevedoring As it is, the Ports Authority provides the WFP with all its conventional stevedoring services and the programme then hires in bagging services from the private sector as required. From the Port of Mombasa, the WFP uses three modes of transport to get food aid to where it is most needed: rail (the most preferred but least used option), road and sea. The WFP has over 50 local transport companies working on its behalf. From


Kenya Ports Authority



MOMBASA is one of the few cruise destinations in Africa where passengers can easily visit a top quality game park from the port of call in just one day. With its easy access to the nearby Tsavo East and West Game Reserves – and to the even closer and smaller Shimba Hills National Reserve – Mombasa offers the perfect gateway to a true African safari experience.

PRIORITY To accommodate calls and for those vessels wishing to home-port in Mombasa, KPA has allocated Berths 1 and 2 for cruise ships. This is not a designated passenger terminal, but cruise ships have priority. The area behind these two berths has been cleared of crane tracks and made level for buses and foot passengers. Furthermore, this area can easily be cordoned off to


ensure total security. In terms of organisation and logistics, KPA is well prepared. Once it receives notification from the ship’s agent, the authority arranges a pre-arrival meeting of all interested parties to ensure safe and secure handling of all passengers. The meeting is attended by representatives of Customs (the Kenya Revenue Authority), Immigration, port health, security officials, the special tourist police and sometimes also the navy. As a further reassurance for passengers, security pilot boats and navy pilots escort the cruise ship to its berth. Navy divers are available as an added security measure. The KPA naturally provides 24-hour surveillance. All baggage entering the secure area is checked by sniffer dogs and all passengers disembarking on tours are accompanied to Tsavo or Shimba Hills by a tourist police van. Passengers who opt for a sight-seeing trip around Mombasa also get a police escort.

Bustling Mombasa’s main tourist attraction is Fort Jesus, built by the Portuguese and dating from 1596. The city has an Arab quarter with many interesting alleyways and small shops. There are some good restaurants, too, and Mombasa is generally a fun place to be. Tsavo’s East and West Parks are divided by the main road and rail routes between Mombasa and Nairobi. This huge game viewing area is just two hours from Mombasa and makes for an easy day trip. Aside from its legendary ‘man-eating’ lions, the savannah landscape of Tsavo is famed for its formidable elephant herds. It is an ideal place to view the Big Five and other animals such as giraffe, wild dogs, zebra and many species of antelope. Shimba Hills, meanwhile, is a much more compact game park and the only place in Kenya where it is still possible to view the rare sable in its natural habitat. Shimba

also has buffalo, elephant, waterbuck and a variety of other animals. Most passengers arriving in Mombasa will use pre-assigned and numbered sevenseat safari buses. On occasions there can be over 100 of these vehicles lined up ready to take passengers to Tsavo – which can easily accommodate such numbers – or Shimba. KPA has a marshalling area for these pre-security cleared vehicles, which have priority on exit at the port gate.

a Unesco World Heritage Site and one of the best preserved Swahili settlements on Africa’s east coast. The narrow streets and dark alleys of this small island take visitors back hundreds of years to when Arab traders and slavers used the town as a regional base. Lamu’s way of life has changed little over the years. The slow pace of the island is like a bygone age. There are no motorised vehicles and donkeys are the only mode of transport.

Cruise ships calling at Lamu must anchor off and take passengers ashore by tender. However, the KPA has plans to build new facilities to enable vessels to go directly alongside. In 2011, KPA will attend – via its membership and chair of the Cruise Indian Ocean Association (CIOA) – a Seatrade Cruise Forum that will be hosted in Durban to promote East and southern Africa as a cruise destination. This will be done jointly with KwaZulu Natal Tourism.

Mombasa is an ideal home or turnround port for cruise ships. The city has a range of suitable facilities, including a very large hotel capacity, while Moi International Airport is only a short distance away.

SECOND DESTINATION Cruise operators also have the option of an additional call at the exotic island of Lamu, where visitors can explore Lamu Old Town,


Kenya Ports Authority

Lamu Port

Northern megaport and freight corridor offer huge potential for new trade

A NEW Indian Ocean megaport with an estimated cost of US$3.5 billion is being planned for a location close to the island of Lamu in the north of Kenya. The proposed project also forms part of a new freight corridor that will provide better transport links for large parts of East Africa. This highly ambitious project is to be financed by the overseas investors, which will also fund the construction of a new road between Lamu and Garsen with a connection to the main highway to Ethiopia. By any standards this will be a world-scale project involving not just the building of a new port but also the laying of a new standard-gauge rail line connecting the new port with southern Sudan, Ethiopia, the Central African Republic and possibly even Cameroon and Chad as well as the construction of a Lamu international


airport, a free trade zone and a pipeline to carry exports of crude oil from southern Sudan.

expanding economies The need for such a huge scheme is apparent as the expanding economies of East Africa – which have been growing at an average of five to six per cent a year – seek faster and more efficient ways of moving exports as well as cheaper import costs. As a port, Lamu currently sees little more than the occasional cruise ship and the dhows that for centuries have plied the waters off the East African coast. The idea of a new port at Lamu and the associated road and rail links will fulfil a dream going back nearly 40 years to a time when the Kenyan government sought a strategic alternative to Mombasa. Now, with the Port of Mombasa growing at more

than 10 per cent a year and landlocked countries beyond Kenya’s borders pushing for better transport connections, the Lamu project is an idea whose time has finally come. The new rail line will provide a 1,600 km connection from Lamu to Juba, in southern Sudan, via Archer’s Post, in the Samburu district of northern Kenya. At Archer’s Post the line will link up with the main 1,380 km stretch of line from Nairobi to Addis Ababa. This project is part of a wider master plan, concerning 11 countries in Eastern Africa, to lay some 15,000 km of standard-gauge track. Lamu is the favoured location for such a new port owing to its wide access channel and natural deepwater facilities. Draft plans for the port suggest that it could eventually offer 10 km of quay with a draught alongside of 18.0 metres.

Moreover, there is space nearby to create the envisaged free trade zone. The port itself is earmarked for Manda Bay, west of Pate Island, the largest island in the Lamu archipelago, and sited well away from the protected Unesco World Heritage Site of Lamu Town.

grander scale On an ever grander scale, there are plans to make Lamu the Indian Ocean terminus of a continent-wide road and rail landbridge stretching 4,000 km and passing through Kenya, Southern Sudan and the Central African Republic all the way to Douala in Cameroon. In this way, Lamu will serve a different and more northerly market than Mombasa. The two ports are expected to operate in a complementary way under the umbrella of the Kenya Ports Authority (KPA). It is also envisaged that Lamu and Mombasa will be

linked by a new north-south rail line that will also carry passenger traffic. A further attraction for investors is that the rail and road link from Lamu will cut through the northern parts of Kenya – an area of rich but mostly unexploited resources. For example, the planned route will pass through Hola and Bura to Garissa. The fertile soil of Hola and Bura is ideal for growing cotton and rice. Other resources include deposits of titanium near Lamu and coal and iron ore elsewhere. The government of Southern Sudan has also expressed interest in the project; requesting land to be set aside in the proposed port for Juba-bound cargoes. * In anticipation of work starting on the project, the KPA has opened a new waterfront office in Lamu.


Kenya Ports Authority

Port Performance

Port’s performance

goes from strength to strength

TOTAL freight handled by the port of Mombasa rose by over 10 per cent from 16.41 million tonnes in 2008 to 19.06 million tonnes 2009. Total transit cargo rose from 4.8 million tonnes in 2008 to 5.0 million tonnes in 2009. These figures highlight the growing use of the port by the region and show signs of an improvement in regional economic performance. The Kenya Ports Authority (KPA) is forecasting continued growth for 2010 and 2011, albeit at a slower pace owing to the current economic conditions.

Transit traffic This was evident in early 2009 when transit traffic showed a slight decline and there was also a drop in both imports and exports resulting from a fall in coffee shipments. However, figures for year-end 2009 still showed a big increase after the


port put in a strong second-half performance. Turnround time for containerships showed a significantly improved figure of three days during much of 2009 compared with an average of five days in 2008. This is attributed to more efficient port operations thanks to greater yard space and the

improved turnround time of terminal tractors. Average container dwell time fell to just 6.4 days compared with 13.1 days in 2008, an improvement of 51.1 per cent or 6.7 days. This is due mainly to the new 24-hour working schedules and the opening of more container freight stations.

Kenya Ports Authority

Container Freight Stations

Off-port CFS services

help speed up container throughput

UNTIL 2007 the Port of Mombasa had a problem: too many inbound containers and not enough space to stack or handle them. This long-standing issue had pushed up costs for importers and caused headaches for the port authority. In fact, the problem was finally solved very quickly by establishing a series of container freight stations located off-port and run by independent operators.

since been joined by five others – two in November 2008 and a further three in February 2009. The other five are: Portside Terminals, Awanad Logistics, Interpel Investments, Mitchell Cotts Freight and Compact Freight Systems. Others are in the pipeline.

It was in October 2007 that, for the first time, a ship’s cargo – in the form of Kenya-bound non-reefer containers – was transferred to an off-dock CFS after being discharged in Mombasa. The biggest of these CFS facilities now handles up to 4,000 teu per month.

working patterns There is no question that 24/7 working patterns at the terminal were a big help in this regard. Thanks to these combined measures, the number of containers at the terminal fell from 15,000 to just 9,000. The first of these facilities to enter service were Mombasa Container Terminal (MCT) and Consolbase. These pioneers have


In essence, the role of these CFS facilities is to offtake containers rapidly from KPA’s Kilindini terminal and move them by truck or tractor, in bond, to a yard beyond the dock gates. In the yard, these containers are prepared for oncarriage by road to upcountry destinations, with LCL containers being stripped for consignees to collect their cargo directly. (Rail-hauled containers go directly to the KPA facility at Embakasi, just outside Nairobi.) After some experiments to decide which CFS should receive what cargo, KPA has opted for a system whereby containers discharged by certain carriers are allocated to different freight station operators. Even with a 24-hour operation, it can often take more than two days to move all the containers from one large vessel to a nearby yard.

The biggest operators, MCT and Consolbase, are located at nearby Changamwe and both operate 40,000 square metre container yards, plus warehousing. Containers are stacked four-high and each yard can accommodate 2,200 teu at a time. Average dwell time is nine days. It is estimated that 50 per cent of all containers discharged in Mombasa now go to a local CFS.

Since October 2009, however, the existing CFSs have been free to handle transit cargoes, which previously had a period of grace while on premises controlled by KPA. In addition to moving and storing containers, the CFS facilities are used for car handling. Vehicles are taken directly from the vessel’s ramp to the off-dock yard where they can be cleared for import.

TRANSIT CARGOES Until late 2009 only Kenya-bound cargo was diverted to the CFS facilities. Transit cargoes, which make up 35 to 40 per cent of the containers discharged in Mombasa, have continued to be handled in the traditional way. But there have been plans to set up dedicated ‘national’ freight stations for Uganda, Rwanda and some others.


Kenya Ports Authority

Dongo Kundu Free Zone

New free zone project

is key part of long-term strategy

OPPOSITE Kenya Ports Authority’s Berth 18 and across the wide waters of Kilindini Creek lies a largely undeveloped area known as Dongo Kundu. At present only a small part of Dongo Kundu is used and this area is set aside to accommodate the headquarters of the Kenyan Navy. Otherwise, this area of about 3,000 acres is almost untouched. Yet the area has several kilometres of deepwater creek frontage, making it ideal for future port development. On the downside, there is a lack of good road access, although this will be addressed as the area is developed. The potential of Dongo Kundu to be an impressive world-scale industrial free zone and duty free port has not gone unnoticed by either the KPA or the Kenyan government.


In fact, development of the area is described as a priority project in the document ‘Vision 2030’, a government-sponsored blueprint that provides a long-term strategy aimed at transforming the Kenyan economy in a truly radical fashion over the coming 20 years.

fired power station. This 300 MW capacity plant will cost US$700 million and will be linked to a terminal and conveyor system built and operated by the KPA.

In terms of national development priorities, the Dongo Kundu project already has fasttrack status. For example, the Ministry of Transport has called on consultants to devise a final concept for the area. KPA, meanwhile, is confident that the overall project is financially and commercially viable.

The Kenya Electricity Generating Company (Kengen), in association with what is believed to be a foreign partner, plans to use coal imported directly from South Africa. This new plant would represent about 50 per cent of Kenya’s current installed capacity, so it is critically important to the nation’s overall future development. A feasibility study has been carried out with completion of the project provisionally scheduled for 2012.

Even before the scheme’s official go-ahead, a number of major integrated national projects have been earmarked for Dongo Kundu. The biggest of these – supported by the Ministry of Energy – has identified it as a suitable location for a new ‘clean’ coal-

A study is also under way into the building of a new road link from Mombasa to Dongo Kundu and this will be vital to the area’s future success. The Ministry of Roads is understood to be seeking foreign donors to fund or part-fund the highway project.


In addition to providing access to Dongo Kundu via a new Mombasa by-pass, the new road will involve construction of a bridge across Mwache creek.

connections This will have the additional benefit of improving connections to popular tourist areas along the South Coast, which currently depend on the crowded and sometimes unreliable Likoni Ferry, and for which local hoteliers have long campaigned. The proposed bridge is also expected to accelerate growing crossborder trade with neighbouring Tanzania. The Kenya-Tanzania border is located just 129 km from Mombasa In terms of road construction, the 2 km stretch from Port Reitz to Magongo will be given top priority by the Kenya Roads Board.

The Minister for Transport, the Hon. Amb. Chirau Ali Mwakwere (seated centre), together with his Permanent Secretary, Dr Cyrus Njiru (first right), and other stakeholders study a map of Dongo Kundu prior to a site visit. The

Ministry has still to make a final decision on Dongo Kundu’s exact access route. This will form part of a new South Coast by-pass that will eliminate the need to use the existing Likoni ferry as well as providing better regional transport links.


Kenya Ports Authority


By-pass go-ahead opens up South Coast

The long-awaited go-ahead to build the new Dongo Kundu by-pass is set to provide the Port of Mombasa with better access to southern markets while also bolstering the South Coast’s sometimes struggling tourism industry. The by-pass has been under discussion for many years and is badly needed by those who live on the mainland south of Mombasa but work in the island city and rely on the existing Likoni ferry service.

Decision The decision to move forward with the project has also been welcomed by South Coast hoteliers where occupancy rates at hotels have been affected by the often congested ferry’s reputation for unreliability – especially with guests heading home to catch flights from Mombasa’s Moi International Airport.

More importantly, the new by-pass would greatly speed the flow of trucks heading to and from northern Tanzania while at the same time providing road access to the planned Dongo Kundu Free Zone (see separate story).

the bridges and just build a 50 km road looping around Port Reitz creek before connecting with the existing Likoni-Lunga Lunga road at Shika Adabu, about 10 km south of the Likoni terminus.

The ferry service, which daily carries more than 200,000 passengers and over 3,500 vehicles, operates with just three ageing vessels. Two new, larger capacity ferries are due to enter service in 2010. Completion of the project is set for 2013; but, in early 2010, two alternative by-pass routes were still being considered by planners. The first of these involves constructing a road from Miritini (about 10 km from the port) and two bridges across Mwache Creek and Bombo Creek. The 8 km road on the south side would then link up with the existing road network close to the Kenya Naval Base at Mtongwe. An option would be to forgo construction of


Kenya Ports Authority


Specialist handling

of chemicals and vegetable oils

THE liquid bulk storage operator Gulf Stream Investments Ltd (GSIL) has been active since 2006 in the Port of Mombasa where it handles and stores both chemicals and vegetable oil. This major investment by GSIL has had a significant impact on the efficiency of the port in general by greatly reducing berth occupancy and turnround times through the speedier discharge of liquid bulk cargoes.

Diversified GSIL forms part of Uganda’s diversified Mukwano Group, which among other activities is a leading producer of cooking oil and fat, domestic and commercial plastics, liquid detergents and soaps. The group is a major user of the GSIL facility in Mombasa, but the terminal also handles third-party storage.

For handling vegetable oil, the GSIL terminal is equipped with ship-to-shore offloading pipelines linked to Berths 9 and 10 and the Shimanzi Oil Terminal (SOT) and provides overhead loading gantries for road and rail traffic. Vessels can also be received at Berths 7 and 8 using an extended pipeline. As a result, GSIL has the flexibility to receive ships at any one of five berths. The pipeline consists of two 8 inch transfer lines connected to the company’s rail and truck loading facilities. The rail loading site can accommodate 12 wagons at a time, while some 30 road trucks can be loaded in a single shift. For chemicals, GSIL uses larger diameter pipes and has a higher pumping capacity. The terminal can store almost 26,000 tonnes of vegetable crude oils and derivatives, oils and chemicals in a series of

dedicated tanks. All tanks are fitted with a Technical Marine Service (TMS) inventory and custody transfer radar tank gauging system. This gives clients direct access to on-line stock information and real-time data via a 24-hour internet connection.

Logistics Linked to the GSIL operation, the Mukwano Group also has a clearing, forwarding and logistics operation in Mombasa under the name of Cargo Logistic Services (CLS). CLS handles dry and liquid bulk cargo, container movements to ensure the availability of essential raw materials in Mukwano’s entire supply chain. Mukwano operates about 110 rail-mounted tanktainers and a fleet of over 150 trucks of various sizes. The group provides a supply chain right up to the distribution of finished goods throughout the Great Lakes region.


Kenya Ports Authority

Port Control Tower

New Harbour Control Tower

DWARFING the nearby Mombasa city skyline is one of East Africa’s tallest and most impressive structures – the Kenya Ports Authority’s 89 metre high harbour control tower.

The state-of-the-art VTMS installed in the control tower has been provided by the UK’s Transas Marine, which was also responsible for installing additional equipment at the Ras Serani Station, Likoni Sector Light and at the head office of the KPA.

Construction of the tower structure at an estimated cost of KES 700 million was completed in 2007. But the trickier and more complex installation of the electronics, including the all-important Vessel Traffic Management System (VTMS) and associated equipment together costing a further KES 120 million, was not finalised until mid-2009.


The imposing control tower forms a key part of a KPA’s ambitious programme to transform the Port of Mombasa into a world-class port over a 10-year period. The tower significantly improves both navigational safety and overall security within the Mombasa harbour area.


In terms of overall port and harbour area security, the contract with Transas included the supply of two high-performance coastal surveillance radars, closedcircuit television, the latest automatic identification system (AIS) base stations, VHF and HF base stations together with ancillary equipment. The VTS and marine surveillance systems comply with IALA VTS guidelines, the ISPS Code and all the applicable IMO conventions, including Solas Chapter V, Regulation 8-2, and take full account of the Port Marine Safety Code.

Cutting edge

Security is Paramount

Kenya Ports Authority (KPA) has made huge strides in recent years to computerise key port services. Besides the Enterprise Resource Planning System which went live in 2002, much has been done to progress the Authority’s ICT strategy such as the introduction of Electronic Data Interchange (EDI).

To improve safety at the port and in compliance with the ISPS code, KPA carried out a “port facility assessment” in 2005. As a result of recommendations made, KPA has since embarked on an integrated security system improvement programme which addresses access controls, surveillance and detection, etc.

KPA’s waterfront system went live in 2008, and has effectively addressed ship and container yard planning, traffic, warehouse and general information management. KPA is working together with the Kenya Revenue Authority on the proposed Community-Based system. KPA is optimistic that after 2010, Mombasa will be an E-port and all business transactions will be in real-time.

This is designed to contain terrorists’ activities, pilferage and general crime in and around the port. But even before KPA fully achieved this aim, its focus was on security which had led to a significant improvement.

Mega Ports Initiative Since January 2010, KPA has been a full member of the global network of

US-led Mega Ports Initiative (MPI), which seeks to interdict radioactive material carried in containerised cargo. MPI is one of the initiatives the US is undertaking to secure global maritime trade and is pegged on UN Security Council Resolution 1540 adopted in April 2008, which calls on all states to act to prevent the proliferation of weapons of mass destruction and their delivery system. Working with the US Department of Homeland Security’s United States Customs Border Protection (USCBP and the Nuclear Detection Office (NDOE), high-risk containers bound for Kenya are being scanned for radioactive material.


Kenya Ports Authority

Hinterland traffic

Improved hinterland links

allow smoother flow of transit traffic

THE Port of Mombasa is one of Africa’s most successful gateway ports with a market that stretches well beyond Kenya’s borders. This vast hinterland serves at least six fast-growing and mostly land-locked countries – namely, Uganda, Rwanda, Burundi, the Democratic Republic of Congo (DRC), (northern) Tanzania, and Southern Sudan. All six countries (plus Kenya itself) are set to see populations increase in the coming years. By 2030, Uganda is expected to have a population of 48 million (up from 37 million), Southern Sudan 22 million (18 million), Rwanda 15 million (10 million), Burundi 12 million (9 million) and Tanzania 60 million (42 million). The average growth rate across Eastern Africa is between 3.5 and five per cent. Growing populations coupled with rapid economic activity is reflected in the cargo

statistics issued by Kenya Ports Authority (KPA). In 2009 transit traffic through the Port of Mombasa amounted to a record 4.98 million tonnes – two-thirds higher than the port handled as recently as 2005. Regional traffic now accounts for some 26.1 per cent of all freight moving through the port.

Success Story Neighbouring Uganda (one of East Africa’s economic success stories) accounts for just under 80 per cent of the 4.98 million figure with Tanzania, Rwanda, Democratic Republic of Congo (DRC) and Southern Sudan (now Mombasa’s fastest growing hinterland destination) sharing most of the balance. Somalia is another important and growing market, but for entirely different reasons as the Port of Mombasa is very much the

point of entry for World Food Programme aid and emergency cargoes for the failed state on Kenya’s northern border.

OBJECTIVES The importance of this traffic to the Port of Mombasa cannot be overstated and one of the published objectives of KPA is to improve port and terminal facilities for the benefit of the wider East African community. Aside from the port’s growing efficiency and the long-overdue enhancements to the main highways in Kenya – especially the road linking Mombasa with Nairobi and points beyond – KPA is working closely with officials from its hinterland countries to find further ways to speed cargo flows. Moreover, discussions continue in regard to setting aside certain areas close to the


Kenya Ports Authority

Hinterland traffic

Port of Mombasa that would be dedicated to one particular country’s national cargo.

Efficiency Gains At the same time, efficiency gains at the Port of Mombasa are getting noticed by prospective users in land-locked states further afield. Ethiopia (where both road and rail links with Kenya are set to be upgraded), Zambia and Malawi are three among other states that are evaluating Mombasa as an alternative trade gateway for certain overseas markets as the port’s transport corridors are poised to extend even deeper and wider into the heart of Africa. Furthermore, some African states have political as well as economic reasons for seeking a range of alternative gateways rather than just relying on one port in an unstable or unfriendly neighbouring state. And this is where Mombasa also scores in terms of reliability and stability.


But it is not just Southern Sudan where Mombasa is seeing significant and sustainable percentage increases. A major success of recent times has been the dramatic growth in traffic destined for or exported from the eastern regions of DRC. Much of this DRC-destined traffic was, in fact, World Food Programme (WFP) cargo; but it clearly shows that Mombasa is the port of choice in East Africa, even for containers heading many hundreds of kilometres inland and across more than one border.

growth Other factors, too, are contributing to the growth and smoother movement of hinterland traffic. For example, landlocked Rwanda and Burundi have both now joined the East African Community Customs Union (EACCU), which aims to further strengthen economic co-operation between

the newcomers and existing members comprising Kenya, Tanzania and Uganda. Given that many of Kenya’s neighbours are enjoying sound and prolonged economic growth, it is clear that transit cargoes will increase still further in the years ahead, especially when the upgrading of Mombasa’s road and rail connections is taken into account. At present, transit cargoes are moved to and from the Port of Mombasa primarily by road. In fact, road freight enjoys a market share of well over 90 per cent. This figure is probably even higher to destinations such as Rwanda and Burundi, which do not have domestic rail networks, or DRC, which has a network in need of major rehabilitation and, in any case, does not connect with the Kenya-Uganda system. In fact rail freight may account for as little a six or seven per cent and this figure is

said to still be falling. However, the market share of railfreight is set to bottom out and with major changes ahead – both in terms of day-to-day operations and the network itself. Rail transport has an important role to play when surface cargo has to be moved long distances.

the region to cut bureaucracy, then the future looks bright indeed for East Africa’s biggest transit port.

high-speed The most important development is the proposed construction of a new highspeed standard gauge rail line throughout much of East Africa (see separate story). Once completed, it is estimated that the new railway would reduce transport and logistic costs by 15 to 20 per cent and would in itself be a major driver of economic growth. If one factors in Mombasa’s new container terminal, plans for a standard-gauge rail network across East Africa and a concerted effort by authorities across


Kenya Ports Authority

Magadi Soda

Soda ash exporter to expand port capacity

MAGADI SODA has occupied the same location in the Port of Mombasa since 1934. Its activities have expanded – especially in recent times – yet Magadi Soda essentially undertakes the same operation as it did when it first established a base in Mombasa over 75 years ago. At the same time, soda ash is the largest export commodity by volume handled at the Port of Mombasa; easily outstripping tea and coffee to the number one spot. Magadi Soda’s operation involves the export of soda ash (sodium carbonate) which is recovered in the form of trona from surface deposits totalling some 260,000 acres in the Great Rift Valley, 120 km southwest of Nairobi, and then transported 600 km to Mombasa by train. Soda ash is used in the manufacture of glass as well as in the production of


detergents and industrial chemicals. More than 95 per cent of the company’s output goes for export to markets in South East Asia, the Indian sub-continent, Africa and the Middle East. Magadi Soda was formed in 1911. Today it is Africa’s largest manufacturer of soda ash and one of Kenya’s biggest foreign exchange earners, accounting for some two per cent of the nation’s overseas earnings. The company is ultimately owned by Tata Chemicals, of India.

Demand Worldwide demand for natural soda ash continues to grow and to meet this demand Magadi Soda is planning to increase its capacity at the Port of Mombasa. To put growth into perspective, in 2002 the company exported just 200,000 tonnes of soda ash, but by 2008 this figure had grown to 500,000 tonnes.

By 2011 exports are expected to have reached about 800,000 tonnes. Current installed capacity is only 400,000 tonnes per annum, however, while storage capacity at the Port of Mombasa is about 30,000 tonnes. Because of this, Magadi Soda needs to modernise and enhance its facilities by building vertical storage silos on the present site and by acquiring a new dock loader so that annual throughput capacity can reach 1 million tonnes. Shipments from Mombasa tend to be in handysize bulkers, but – perhaps surprisingly – Magadi Soda is also the largest single exporter of loaded containers from the port. To ensure continuity of supply, Magadi Soda has its own fleet of locomotives and hopper wagons, many of which are brandnew.

Kenya Ports Authority


Historic rail link has potential for growth in freight traffic

THE Port of Mombasa owes its very existence in modern times to the building of a railway over a century ago from the Kenyan coast to Nairobi and on to what is now Uganda. Today, the port remains the maritime terminus of this extraordinary and historic rail link – yet rail freight now accounts for less than 10 per cent of all cargo moved to and from Mombasa. The single-track, metre gauge, line, which dates from 1896, runs 930 km from Mombasa directly to Nairobi and to the Embakasi inland container depot, which is operated by Kenya Ports Authority. The Embakasi terminal (see panel story) remains vitally important as a transit point and for containers destined for the Nairobi metropolitan area. In 2009 the inland terminal handled 32,252 teu; although not all of these boxes arrived by rail.

From Embakasi, the line continues for a further 182 km from Nairobi to Nakuru where the line splits in two. One branch goes on to Kenya’s third-largest city, Kisumu, on the shores of Lake Victoria, where there is a rail ferry service should operate to Port Bell in Uganda. From Port Bell there is a short rail connection to the Ugandan capital, Kampala.

Branch The other branch crosses directly into Uganda at the border town of Malaba and on to Tororo (where work on the construction of a new inland port commenced in 2009). The line continues to Jinja – also located on the shores of Lake Victoria – and to Kampala. However, weight restrictions north of Nakuru due to the poor condition of the track make rail freight operations problematical and mostly uneconomical, so

cargo is often transhipped at the junction on to trucks for oncarriage to destinations further upcountry and over the border to Uganda and beyond. Transit times between the container terminal in Mombasa and the Embakasi ICD in Nairobi vary from 24 to 36 hours.

Privately run The previously state-run railways of both Kenya and Uganda are operated by the privately held Rift Valley Railways (RVR) consortium. In 2005 RVR won a 25-year concession to run the Kenyan and Uganda rail networks. The aim of the privately owned rail operator is to speed up the pace of muchneeded investment in new rolling stock and to capture a higher percentage of the containers moving to and from the Port of Mombasa.


Kenya Ports Authority


In any case, long-term and amibitious plans are currently in hand to greatly enhance the capacity of the rail link to and from the coast with the construction of a standard gauge (1,435 mm) and mostly double-track line right through to Uganda and beyond at an estimated cost of US$4 billion. The narrow metre gauge (inherited more than 100 years ago from India) has been an impediment to trade growth due to its limited carrying capacity and, for safety reasons, the comparatively slow speeds of the locomotives using it. The Kenya element of the highly ambitious mega project involves constructing the new track from Mombasa to Malaba. This new track would allow the use of double-stack freight trains (similar to those


currently operating across North America) to run safely and reliably at speeds of up to 120 kph compared with the present average speeds of just 45 kph.

Extension There is also the possibility of extending this state-of-the-art line to Uganda, Rwanda and Burundi and maybe even elsewhere in East Africa (see separate story). Completion of the proposed project would transform rail transport throughout East Africa and greatly reduce inland freight costs for importers and exporters. In fact, making rail much more price competitive with road transport for the first time in many years and supporting Kenya’s push for faster economic growth.

ICD’s hold the key Kenya Ports Authority (KPA) nominally owns three inland container depots (ICDs) to which containers can be shipped by means of through bills of lading. Embakasi ICD, on the outskirts of Nairobi, close to Jomo Kenyatta International Airport, covers 29 hectares and has a theoretical annual throughput capacity of 180,000 teu, although it only handled 32,225 teu in 2009. However, the underlying trend of recent years has been upward. There are also smaller KPA-managed ICDs at Kisumu and Eldoret, although the latter remains unused and has now been earmarked for sale by the Privatisation Commission of Kenya.

Kisumu ICD provides shippers with a base from which to deliver freight to the Great Lakes region. Several options are available:

time and in 2009 the ICD handled only 2,009 teu – a 15.9 per cent increase over 2008. The ICD has an annual capacity of 15,000 TEU.

• By road through to the Kenya- Uganda border at Busia

Plans to open Eldoret ICD, which was completed in 1994, have been on the drawing board for some time. Eldoret is Kenya’s fastest-growing town and a gateway to the emerging market of Southern Sudan.

• By lake vessel to the Tanzanian port of Mwanza • By train ferry to Port Bell, in Uganda, linking with the Jinja- Kampala main line. However, the ferry ‘Uhuru’, assigned to this route, has been out of service since 2006. The popularity of Kisumu among shippers has been in decline for some


Kenya Ports Authority

Transport corridors

Improved transport corridors help speed flow of goods

LIKE many African ports, Mombasa is more than just a harbour: it is the maritime terminus for a transport network that reaches far and wide across a large area of the continent. For shippers, the discharging and clearing of containers at Mombasa is the first link in a much longer transport chain stretching across many hundreds of kilometres and involving movements by rail, road or even again by water.

EXTERNAL TRADE In addition to Kenya, as many as seven neighbouring African states use or depend on the Port of Mombasa for most or some of their external trade. Getting all these modes to function effectively is always difficult, especially when disparate authorities in various countries have responsibility for different elements of


the chain. Nevertheless, having succeeded in getting its own house in order, the Kenya Ports Authority (KPA) has done much to encourage improvements elsewhere. And these improvements are certainly under way. For a start, the vital Mombasa to Nairobi highway has been rehabilitated and transit times to and from the Kenyan capital have been greatly reduced. The Kenya Roads Board (KRB), with the help of outside contractors, has also upgraded or is busy upgrading many of the nation’s main highways – work that the local transport sector has seen as long overdue. Beyond Nairobi, foreign donors have been assisting with major improvement to the networks that link Kenya with its neighbours. Many of these roads were in poor condition, hampering the smooth flow of import and export cargoes via Mombasa.

For example, the African Development Bank is providing KES 25.4 billion to finance the second phase of the Mombasa-Nairobi-Addis road corridor. This involves the surfacing of 438 km of highway, of which 245 km will be in Kenya and 193 km in Ethiopia.

Upgrading of rail links In terms of rail links, it is widely recognised that the 1 metre gauge single-track line from Mombasa to Tororo, on the Kenya-Uganda border, and on to Kampala has served its usefulness. Built in the 1890s, this line is considered too narrow to move loaded containers reliably in the 21st century. Accordingly, governments in East Africa are backing a scheme that will see about 1,290 km of standard gauge (4 ft 8½ in or 1,435 mm) track laid on the existing route. Eventually this new line will be extended to Kigali (Rwanda) and Bujumbura (Burundi). From Kampala, a 540 km ‘branch’ line, using standard gauge, is also

planned to Juba, in Southern Sudan, through Gulu and Nimule. The Southern Sudan government has announced that it is setting aside US$20 million for this project. A second, 1 metre gauge branchline from Nakuru to Kisumu – connecting in turn with Port Bell in Uganda across Lake Victoria – will also be replaced by standard gauge track. A third branch from Garissa will proceed to Isiolo, which will also be made a free economic zone. In fact, Isiolo will become the intersection point for three corridor routes. The first route will then proceed to Moyale, on the Kenya-Ethiopia border. Ethiopia is already keen to develop

this route, having completed a feasibility study for a line connecting Addis Ababa with Moyale. The second route from Isiolo will proceed to Nairobi, where the new corridor will be linked to the existing Northern Corridor, and a final route will proceed to Lokichoggio on the Kenya-Southern Sudan border. This will greatly improve freight flows to and from Juba. The estimated KES 750 million project to complete the Mombasa-Kampala line has the backing of both the Kenyan and Ugandan governments. Chinese and Korean firms are both said to be interested in constructing the new, wider track.


Kenya Ports Authority

Transport corridors

The aim is to reduce transport costs and transit times and to boost the flow of Ethiopian cargoes through the Port of Mombasa. At present, 90 per cent of Ethiopia’s foreign trade of more than 3 million tonnes goes through the Port of Djibouti.

Finance Ethiopia wants to diversify its seaport access and it is estimated that some 20 per cent of traffic originating from or destined for southern and southwest Ethiopia could find an outlet via Mombasa. The Ethiopian capital, Addis Ababa, is also earmarked for inclusion in the new transnational rail network, which will funnel traffic not only into and out Mombasa but also to and from a planned new port in a location close to Lamu. This new port would be much closer to Ethiopia than Mombasa via the planned northern Kenyan junction at Archer’s Post.








Containerised Cargo Conventional Cargo Dry Bulk Bulk Liquids Total

2,645 1,009 2,128 4,918 10,700

2,970 1,129 2,344 5,403 11,846

3,761 1,105 2,722 5,474 13,062

3,959 1,020 2,891 5,441 13,311

4,086 1,349 4,641 6,432 16,508

of which Transit: In






Containerised Cargo Conventional Cargo Dry Bulk Bulk Liquids Total

1,680 139 286 173 2,278

1,625 185 313 132 2,255

1,934 168 205 167 2,474

1,996 299 200 190 2,685

1,952 269 62 166 2,449

of which Transit: Out


















EXPORTS (‘000’ Tonnes)

TOTAL THROUGHPUT (‘000’ Tonnes) 13,281





Container Traffic (TEUs)






Total Vessel Calls (No.)






Kenya Ports Authority


History shapes MODERN PORT

IN THE modern era, the Port of Mombasa has been open for business since 1895; yet as a harbour it has a history stretching back several centuries to a time of dhows and the Indian Ocean slave trade.

The Portuguese explorer Vasco da Gama was the first known European to visit Mombasa in 1498. In 1502, Mombasa became independent under Zanzibari control. Portugal attacked the city again in 1528, and built Fort Jesus (which still

stands today) in 1593 in an attempt to colonise the island, from which time it was run by a Portuguese governor. In 1638, it formally became a Portuguese colony and was administered from Goa. But in 1698, the town came under the suzerainty of the Sultanate of Oman via its control of Zanzibar. Briefly, between 1824 and 1826, there was a British Protectorate, but Omani rule was restored until 1887 when administration was relinquished to the British East Africa Association. Mombasa was formally handed over to the British in 1898 although Kenya’s coastal strip remained under Zanzibari sovereignty until Kenya’s independence from Great Britain.

Rail link In 1895 British colonialists decided to build a rail link between the coast and Kampala in order to provide their growing interests in Uganda with an outlet to the


Kenya Ports Authority


sea. Harbour facilities were needed to deal with the influx of men and materials from overseas which were arriving to build the railway. A jetty was hastily assembled in Kilindini Creek on the west side of the island of Mombasa. Previously, dhows had berthed on the north side of the island.

Hostile territories The railway was a highly ambitious project and many considered the idea to be completely mad. It quickly became known as the ‘Lunatic Line’ as engineers and their labourers dealt with the harsh task of laying track across hundreds of kilometres of open savannah and through sometimes hostile territories. The new jetty allowed oceangoing vessels to discharge cargo directly to dedicated shoreside facilities instead of relying on lighters. Ships calling Mombasa were also able to load return cargoes for Europe.


These comprised the spoils of Africa plus tea and coffee exports from the newly established plantations in the highlands of Kenya and Uganda.

in 1903) this rudimentary jetty proved sufficient to handle the flows of cargo, but in 1905 the British added two lighterage wharves on the south side of Ras Kilindini.

During the construction phase and the very early years of the rail line (it finally opened

The First World War and the conflict in East Africa between Great Britain and

Germany stalled development, so it was not until 1926 that the modern-day Port of Mombasa began to take shape. Two deepwater berths with associated transit sheds were constructed and a further three were added in 1931. The Shimanzi Oil Terminal and another two berths were completed during the Second World War. More berths were opened in the 1950s as trade continued to grow. At the time of independence in the early 1960s the first berths were built at Kipevu, where another oil terminal was added.

independence After Kenya gained its independence from the UK in 1963 the country formed a short-lived tri-national association with neighbouring Tanzania and Uganda to form the East African Community. Under this arrangement, the Port of Mombasa, along with the Tanzanian ports of Dar es Salaam

and Tanga, was administered by the East African Harbour Corporation. In 1977, however, the Kenya Ports Authority (KPA) was formed as the three countries went their separate ways. As unitisation swept the shipping industry, the Port of Mombasa was handling its first containers in 1975. The first containers were discharged by the vessel ‘Ashdod’. Eventually, KPA converted some existing facilities to create dedicated containers berths. These later became what is now the Mombasa Container Terminal. As container traffic grew, the KPA set up its own inland container depots, first in Nairobi and later in Kisumu and Eldoret. More recently, the KPA supported the establishment of privately run container freight stations around the Port of Mombasa. The first phase of a second, purpose-built container terminal is due for completion in 2013.


Kenya Ports Authority


Maritime Authority set for new challenges

THE Kenya Maritime Authority (KMA) was established in 2004 and is housed in a recently refurbished building near the main gate of the Port of Mombasa.

Its responsibilities cover the regulation, co-ordination and overseeing the safety of Kenya’s coastal and inland water transport as well as the nation’s maritime affairs. Previously, these functions

were undertaken by the Kenya Ports Authority (KPA). The authority is developing programmes and activities on several fronts, but the biggest impact of its work has come from a new Merchant Shipping Act enacted in 2009. The new Act was long overdue, as the previous Act had not been revised since 1967.

SHIP REGISTER A key feature of the new Act is that it changes the status of the Kenyan ship register, for which the KMA is now wholly responsible. Previously, the register had effectively been restricted to Kenyan nationals and interests, but the register is now ‘semi-open’. Many of the old restrictions have been lifted or loosened and bareboat-chartered vessels are allowed to fly the Kenyan flag for the first time.


For the time being, however, the Kenyan ship register remains small, with only about 50 vessels of not more than 100 gt actually registered – mainly coasters and fishing vessels. The register does not include a single oceangoing vessel. Such as they exist, Kenyan-owned deepsea vessels tend to be registered elsewhere for tax and other related reasons. The KMA is also responsible for issuing boat licences and for the oversight of training and qualifications of maritime personnel. Now the authority is looking to establish a resource centre for students to learn about maritime affairs. Training of seafarers is one of the core mandates of the KMA. KPA’s Bandari College in Mombasa currently offers diplomas in a variety of maritime-related

courses and there is still no national maritime college as such; but the KMA has been instrumental in setting up a BSc course in marine engineering at Nairobi’s Jomo Kenyatta University and it is expected that other courses will be offered here and at other Kenyan universities.

sector, where the authority has sought to improve safety. For example, it is working on a scheme to provide affordable life jackets to local fishermen and to ensure that everyone uses one in order to prevent the high level of unnecessary deaths associated with craft operating in Kenyan waters.

New Generation As a result, KMA expects to see a new generation of highly qualified Kenyan seafarers emerge over the next few years, providing well-paid work at sea and on shore for local people. Furthermore, there is the possibility of setting up a training centre for cruise ship personnel, drawing on experience gained from Kenya’s highly successful hospitality sector. The KMA’s more immediate influence is being felt in the leisure and small boat


Kenya Ports Authority


Port of Mombasa PORT DETAILS




Includes Kilindini Harbour, Port Reitz, the Old Port and Port Tudor. It is the main outlet for the landlocked East African countries of Uganda, Rwanda, Burundi and DRC.

Lamu, 2 km (light aircraft only).

Accommodation Secure port with three anchorages for vessels of 91.43 metres LOA or 5.18 metres draught to enter the harbour at LWST. Spring tide rise 3.35 metres. Depth at anchorage: Shella 6.4 metres, Lamu South 5.8 metres, Lamu Upper 8.8 metres. Loading and discharge by dhows of 5 to 60 tons capacity.

Position Lat 2°18’S; long 40°55’E.

Towage Tugs of up to 4,626 hp only available from Mombasa.

Accommodation The port has two harbours, Kilindini Harbour on the southwest side of Mombasa Island and, on the east side of the island, Mombasa Old Port, which is entered between Ras Serani and Mackenzie Point about 0.8 km NNE. The Old Port is used only by dhows, small coasters of 53.33 metres LOA and bulk cement carriers up to 145.08 metres LOA and 7.92 metres draught. These moor off the bulk cement loading installations on the mainland side of the Old Harbour on Ras Kidomoni (English Point). Deepwater quays totalling 3,044 metres with depths of 9.45 metres to 10.8 metres


at LWOST. Berths are numbered from 1 to 18. Two berths for handling bulk/bagged cement, at Mbaraki, 315.00 metres length, 10.50 metres depth (however depth of 10.97 metres may be achieved by placing additional Yokohama fenders). In addition there are the North and South lighterage wharves with a length of 412 metres. Berth 9 caters for the loading of soda ash by conveyor belt. Two tanker berths and one oil jetty.

Airport Moi International Airport, Mombasa, 6 km.

Approach The entrance channel to the Old Port has a minimum depth of 11.6 metres. The entrance from the sea to Kilindini Harbour is by an approach channel 7 nautical miles long, 300 metres wide and dredged to a maximum depth of 13.75 metres on a transit of 301° (Ras Serani leads), thence

directly to the harbour between Ras Mwa Kisenge on the mainland south and Ras Mzimili on the south of Mombasa Island about 0.6 km to the SW of Ras Serani lighthouse.

Container and ro-ro facilities



Kilindini is a fine sheltered harbour with anchorages for oceangoing vessels of between 6.0 and 12.0 metres draught. Anchorage for coasters and fishing vessels is also available. Anchorage outside port area is not recommended due to poor holding grounds and strong currents.

Quays and port areas are served by travelling cranes from 5-20 tonnes, three electric portal cranes with capacity of 5-20 tonnes and 11 mobile cranes. Berths 1618: equipment includes four rail-mounted ship-to-shore gantry cranes capable of 45 tonnes lifting capacity.

Authority Kenya Ports Authority (KPA) PO Box 95009, Mombasa Tel: +254 (0)41 231 2211 Fax: +254 (0)41 231 1867 Email:

Bunkers Available by barge.

Mainly at Berths 16, 17 and 18 with a back-up area for stacking and handling containers. Ro-ro facilities available at Berths 5 and 13.

Two rail-mounted gantry cranes, 12 rubber-tyred gantry cranes plus mobile yard cranes ranging from 5 to 35 tonnes capacity. There are numerous mobile cranes and rail-mounted cranes ranging from 5 to 25 tonnes used all over the port area.

Cruise terminal Cruise ships are usually accommodated at Berths 1 and 2. There are plans to build a dedicated cruise terminal at these two berths.

Development Reclamation of four hectares of land to serve as a paved back-up area for container handling on Berth 18. Construction of a new depot outside port area on a 45-acre site to serve as container freight station. Extension of bulk handling wharf at Mbaraki. A rail link from the Dongo Kundu section of the harbour to the mainland is to be constructed.


Kenya Ports Authority


Fresh water

Local holidays


Fresh water is always available at Berths No.1 to No.3 on shore hydrants. Average rate is 20 tonnes per hour. Fresh water is available at anchorage and other berths by barge (max 300 tonnes per trip) and harbour tug El-Lamy (max 150 tonnes per trip).

Labour Day and Christmas Day are normally the only holidays on which the Port of Mombasa is closed, except for the necessary pilotage of ships in and out of harbour and for dealing with mail, passengers and their baggage, livestock and perishables. On other public holidays, restricted working at Mombasa may be carried out at overtime rates.

Radio communications available 24 hours a day on VHF Channels 12 and 16.

Imports and exports Main imports: Crude oil, fertilisers, salt, sugar, paper, iron and steel, motor vehicles, farm machinery, wheat, maize. Main exports: Coffee, tea, soda ash, cement, canned fruit.

Largest vessel The port can accommodate vessels up to 13.25 metres draught and 259 metres LOA.

Lloyd’s agent McLarens Toplis, Maritime House Moi Avenue, PO Box 82208, Mombasa Tel: +254 (0)41 222 1068 Email:



Private and public hospitals in the town.

African Marine & General Engineering Co. One dry dock, length 180 metres, entrance width 24.75 metres, maximum water depth HWS 7.9 metres. Almost every type of repair work can be undertaken. Southern Engineering Co Ltd also has repair facilities.



Pilotage is compulsory for all vessels except pleasure boats and small fishing vessels. VHF Channels 16 and 12.

Total stacking area at the container terminal is 137,000 square metres.


There are 8 main quay transit sheds with a total floor area of 62,890 square metres and three other transit sheds with a total floor area of 36,952 square metres.

Medical aid

Lat 4°04’S; long 39°41’E.

Provisions Fresh meat, fruit and vegetables available. ISSA members available.


Tanker terminals Kipevu Oil Terminal (KOT), situated on the mainland Port Reitz area, is designed to accommodate crude oil tankers up to 100,000 dwt, depth alongside 13.41 metres at LOWST, maximum LOA 259 metres. Shimanzi Oil Terminal (SOT) can accommodate vessels up to 35,000 dwt, 198.0 metres LOA, 9.75 metres draught. Slop tank facilities available.

Cased Oil Jetty between berth No 10 and Shimanzi Oil Terminal can accommodate vessels up to 73.0 metres LOA, 6.0 metres draught. Currently not in use.

Marine operations: three berthing tugs, four pilot boats (one being used for security patrols) and two mooring boats have been acquired.

Tides Tidal range is 4.0 metres maximum at spring tide and 2.5 metres at neap tides.

New 55 to 60 ton bollard pull tugs are multipurpose,. A 4th tug boat ‘Ell-Lamy’ was rehabilitated and is also in service



Compulsory. Tugs available up to 4,626 hp (3,450 kw), thus 57.8 tonnes bollard pull.

The Port of Mombasa handled a total of 19.06 million tonnes of cargo in 2009.

Waste reception Ships’ Agents appoint waste collectors licensed by both the National Environment Management Authority (NEMA) and Kenya Ports Authority (KPA), for collection of ships’ generated waste.

Working hours 07.00 to 15.00, 15.00 to 23.00. Extension of regular hours, Saturdays, Sundays and public holidays all constitute overtime.


Kenya Ports Authority


Company Directory

Useful addresses Kenya Ports Authority (KPA) PO Box 95009, Mombasa Tel: +254 (0)41 231 2211 Fax: +254 (0)41 231 1867 Email:

Kenya Railways

Off Haile Selassie Avenue PO Box 30121-00100, Nairobi Tel: +254 (0)20 204 476 Fax: +254 (0)20 340 049; 224 156 Email:

The Permanent Secretariat of the Transit Transport Co-ordination Authority of the Northern Corridor (NCTTCA) House 1196, Links Road, Nyali PO Box 95341-80104, Mombasa Tel: +254 (0)41 200 0881; 470 734 Fax: +254 (0)41 470 735 Email: ttca @

Port Management Association of Eastern & Southern Africa (PMAESA)


PO Box 99209-80107, Mombasa Tel: +254 41 222 3245 Fax: +254 41 222 8344 Email:

Cruise Indian Ocean Association (CIOA)


c/o PO Box 99209-80107, Mombasa Tel: +254 (0)41 222 3245 Fax: +254 (0)41 222 8344 Email:

Kenya International Freight & Warehousing Association (KIFWA) PO Box 94018, Mombasa Tel: +254 (0)41 230069 Email:

Kenya Ships Agents’ Association (KSAA)

Mogadishu Road PO Box 83908, Mombasa Tel: +254 (0)41 222 3742; 202 3529 Fax: +254 (0)41 222 3742 Email:

Kenya Transport Association (KTA)

Mama Ngina Drive PO Box 88502, Mombasa Tel: +254 (0)41 231 1958 Fax: +254 (0)41 312015 Email:


Central Bank of Kenya

Nkrumah Road, PO Box 86372 Mombasa Tel: +254 (0)41 246000 Fax: +254 (0)41 222524 Email:

Citibank NA Kenya

PO Box 90681-80100, Mombasa Tel: +254 (0)41 222 1071 Fax: +254 (0)41 231 2231 Email:

Commercial Bank of Africa

PO Box 90681-80100, Mombasa Tel: +254 (0)41 222 4711/2 Fax: +254 (0)41 231 5274 Email:

First American Bank of Kenya Ltd PO Box 87820, Mombasa Tel: +254 (0)41 228016 Fax: +254 (0)41 228034

Kenya Commercial Bank (KCB)

Pasico Eastern Africa Ltd

Bulk handlers (dry and liquid)

Tradecon (MSA) Ltd

PO Box 90254, Mombasa Tel: +254 (0)41 312523/8 Fax: +254 (0)41 228443 Email:

Grain Bulk Handlers Ltd (GBHL) Grain House, Beira Road, Shimanzi PO Box 80469-80100, Mombasa Tel: +254 (0)41 223 0183/5 Fax: +254 (0)41 223 0232 Email:

Gulf Stream Investments Ltd (GSIL) PO Box 1670-80100, Mombasa Tel: +254 (0)41 231 5420 Fax: +254 (0)41 231 5540 Email:


PO Box 90250, Mombasa Tel: +254 (0)41 249 5041 Email:

Oceanic Bunkering & Products Ltd PO Box 81737, Mombasa Tel: +254 (0)41 220270 Fax: +254 (0)41 220 085 Email:

Cargo handling equipment agents Neff Auto Spares & Hardware Ltd (NASH) PO Box 89026, Mombasa Tel: +254 (0)41 224464 Fax: +254 (0)41 229623 Email:

PO Box 27663-00506, Nairobi Tel: +254 (0)20 201 5775/7 Fax: +254 (0)20 201 5770 Email: PO Box 97897-80112, Mombasa Tel: +254 0(0)41 249 3100 Fax: +254 (0)41 249 3076 Email:;

Cargo inspection Cotecna Inspection East Africa Ltd PO Box 86337, Mombasa Tel: +254 (0)41 226 683 Email:

SGS Kenya Ltd

PO Box 90264-80100, Mombasa Tel: +254 (0)41 222 6677 Fax: +254 (0)41 222 8703 Email:

Cement producers Bamburi Cement Ltd

6th & 9th floors, Kenya Re Towers Mara Ragati Road, Upper Hill PO Box 10921-00100, Nairobi Tel +254 (0)20) 271 0510; 271 0487-9 Fax: +254 (0)20 271 0581/2 Cell: +254 (0)722 205 001; (0)720 627 000; (0)733 633 333


1st floor, ABC Place Waiyaki Way, Nairobi Tel: +254 (0)20 445 0560/1/2/3/4/ Fax: +254 (0)20 445 0565

CoNTAINER FReight Stations

Energy providers

Awanad Logistics & CFS

The Kenya Power & Lighting Co Ltd

PO Box 2868, Mombasa Tel: +254 (0)41 343 4853 Fax: +254 (0)41 343 5031

Compact Freight Systems Ltd PO Box 86232-80100 Mombasa Tel: 254 (0)41 419 342/501 Cell: +254 (0)720 270 845 Email:

Consolbase Ltd

Refinery Road, Changamwe PO Box 86391-80100, Mombasa Tel: +254 (0)41 343 0265/6/7/8 Fax: +254 (0)41 343 4508 Email: info@consolbase.coke

Interpel Investments Ltd

PO Box 86823-80100, Mombasa Tel: +254 (0)41 343 0105/6/7 Fax: +254 (0)41 343 0108 Email:

Mitchell Cotts Freight (K) Ltd

Voi Street, Shimanzi PO Box 42485-89100, Mombasa Tel:254 (0)20 231 5780; 222 5509; 222 9609 Cell: +254 (0)722 880 688 Fax: +254 (0)20 222 6181 Email:

Mombasa Container Terminal Ltd

Off Mombasa/Nairobi Road, Changamwe PO Box 90253, Mombasa Tel: +254 (0)41 222 1703; 343 3430 Fax: +256 (0)41 222 8565; 343 4038 Email:

Electricity House PO Box 90104, Mombasa Tel: +254 (0)41 225 564/7 Email:

Maersk Logistics Kenya Ltd

Maritime Centre, Archbishop Makarios Close, off Moi Avenue PO Box 89911, Mombasa Tel: +254 (0)41 222 1273/6; 222 0056 Fax: +254 (0)41 222 0086; 231 6260 Email:

Mitchell Cotts Freight (K) Ltd

PO Box 28969, Nairobi Tel: +254 (0)20 531 583/4 Fax: +254 (0)20 531 580 Email:

Voi Street, Shimanzi PO Box 42485-89100, Mombasa Tel: +254 (0)20 231 5780; 222 5509; 222 9609 Cell: +254 (0)722 880 688 Fax: +254 (0)20 222 6181 Email:

Ferry operators

SDV Transami (K) Ltd

Constructors Lee Construction Ltd

Kenya Ferry Services Ltd

PO Box 95187, Mombasa Tel: +254 (0)41 229679 Email:

Freight forwarders Express Kenya Ltd

(Mombasa Freight Department) Zanzibar Road PO Box 90631, Mombasa Tel: +254 (0)41 231 2461/3; 231 1800 Email:

Freight Forwarders Kenya Ltd

Changamwe Road Off Mombasa-Nairobi Road PO Box 90263-80100, Mombasa Tel: +254 (0)41 343 3430 Fax: +254 (0)41 343 4037 Email:

Oil refineries Kenya Petroleum Refineries Ltd Refinery Road, Changamwe PO Box 90401-80100, Mombasa Tel: +254 (0)41 433511 Fax: +254 (0)41 343 2603 Email:

PO Box 90682, Mombasa Tel: +254 (0)41 227 573 Email:

Quality & safety services

Kenfreight (EA) Ltd

Intertek Testing Services (EA) (Pty) Ltd

PO Box 88598, Mombasa Tel: +254 (0)41 222 7815 Fax: +254 (0)41 231 1185 Email:

David Kayanda Road PO Box 611-80100, Mombasa Tel: +254 (0)41 222 4693/4 Fax: +254 (0)41 222 8251 Email:

Ship chandlers Green Island Ship Chandlers (K) Ltd

PO Box 88244, Mombasa Tel: +254 (0)41 223 0835; 231 1096; 222 9993 Cell: +254 (0)722 411 969 Fax: +254 (0)41 223 0835 Email:;

ShiPPING AGENTS African Liner Agencies Ltd Maritime House, Moi Avenue PO Box 43181, Mombasa Tel: +254 (0)41 222 9485 Fax: +254 (0)41 222 9364 Email: Lines Represented: Global Container Line

Delmas Kenya Ltd

Kipevu Rd Changamwe PO Box 90262, Mombasa Tel: +254 (0)41 343 3430/343 5262 Fax: +254 (0)41 343 5263 Email:

Diamond Shipping Services Ltd 9th Floor, Cannon Tower II PO Box 1185-80100 Moi Avenue, Mombasa Tel: +254 (0)41 222 8810 Fax: +254 (0)41 222 9118 Email:

GAC-Seaforth Shipping (Kenya) Ltd

1st floor, Cotts House, Moi Avenue PO Box 85593-80100, Mombasa Tel: +254 (0)41 231 3776/7; 222 9113 Fax: +254 (0)41 231 4513 Email:


Kenya Ports Authority


Green Island Shipping Services (K) Ltd

PO Box 88244, Mombasa Tel: +254 (0)41 223 0835; 231 1096; 222 9993 Cell: +254 (0)722 411 969 Fax: +254 (0)41 223 0835 Email:;

I. Messina Kenya Ltd

3rd floor, Tarachand Plaza Makarios Close, Off Moi Avenue PO Box 87641-80100, Mombasa Tel: +254 (0)41 231 9640/1/2 Tel: +254 41 231 9643 Email:

Inchcape Shipping Services

Inchcape House, Archbishop Makarios Rd PO Box 90194, Mombasa Tel: +254 (0)41 222 8226/231 4245 Fax: +254 (0)42 231 4662 Email:

Kenya National Shipping Line Ltd

1st floor, Canon Towers II, Moi Avenue PO Box 88206-80100, Mombasa Tel: +254 (0)41 222 5885; 222 1443 Fax: +254 (0)41 222 2158 Email:;

Maersk Kenya Ltd

Harbour House, Moi Avenue PO Box 89911, Mombasa Tel: +254 (0)41 222 0056 Fax: +254 (0)41 222 0086 Email:

Makedonia Maritime (K) Ltd

Baggage Hall, Kilindini PO Box 16876, Mombasa Tel: +254 (0)41 231 4421/231 1196 Fax: +254 (0)41 223 0120 Email:


Mediterranean Shipping Co (MSC)

MSC Plaza, Moi Avenue PO Box 80637, Mombasa Tel: +254 (0)41 222 3446/7 Fax: +254 (0)41 231 5886/231 1250 Email:

Motaku Shipping Agencies Ltd

Motaku House, Tangana Rd PO Box 80419, Mombasa Tel: +254 (0)41 222 9065 Fax: +254 (0)41 222 0777 Email:

PIL (Kenya) Ltd

2nd floor, Inchcape House Mikanjuni Road PO Box 43050, Mombasa Tel: +254 (0)41 222 5361 Fax: +254 (0)41 222 5927 Email:

Sea Bulk Shipping Services Ltd 89 St Edward Close PO Box 84385, Mombasa Tel: +254 (0)41 222 2972/222 7127 Fax: +254 (0)41 222 9095 Email:

Seatrade Agencies (K) Ltd

Cotts House, Moi Avenue PO Box 83633, Mombasa Tel: +254 (0)41 231 3776/7; 222 9113 Fax: +254 (0)41 231 4513 Email:

Sharaf Shipping Agency (K) Ltd 3rd floor, Inchcape House Mikanjuni Road PO Box 1125-80100, Mombasa Tel: +254 (0)41 222 8888 Fax: +254 (0)41 222 1915 Email:

Shipmarc Ltd

Liwatoni, Ganjoni PO Box 99543, Mombasa Tel: +254 (0)41 222 9241 Fax: +254 (0)41 704 2328

Spanfreight Shipping Ltd

Creek Marine House, Nyali Rd PO Box 99760-80107, Mombasa Tel: +254 (0)41 222 1540 Fax: +254 (0)41 231 092 Email:

Star East Africa Co

PO Box 86725-80100, Mombasa Tel. 254 (0)41 222 2044 Fax: +254 (0)41 222 7701/222 9197 Email:

Sturrock Shipping (K) Ltd

2nd floor, Harbour House PO Box 80147, Mombasa Tel: +254 (0)41 222 5589; 231 2662 Fax: +254-041 231 3813 Email:

Wananchi Marine Products (K) Ltd

Liwatoni Complex, Liwatoni Road PO Box 81841, Mombasa Tel: +254 (0)41 222 6479/222 0517/8 Fax: +254 (0)41 222 7577 Email:

W.E.C. Lines Kenya Ltd

Mezzanine floor, MSC Plaza Moi Avenue, PO Box 99774-80107 Mombasa Tel. 254 (0)41 231 1071/231 1072 Fax: +254 (0)41 231 1070 Email:

Wilhelmsen Ships Service (WSS) Bawazir House, Nyerere Avenue PO Box 84530-80100, Mombasa Tel: +254 (0)41 222 7964/223 0278 Fax: +254 (0)41 223 0277 Email:

Shiprepair African Marine & General Engineering Co Ltd (AMGECO)

PO Box 90462-80100, Mombasa Tel: +254 (0)41 222 1651/4; 222 2407 Fax: +254 (0)41 231 3168; 222 0732 Email:

Southern Engineering Co Ltd PO Box 84162-80100, Mombasa Tel: +254 (0)41 222 7232 Fax: +254 (0)41 231 3407 Email:

* A member of Alpha Group Marine Division


PO Box 90492-80100, Mombasa Tel: +254 (0)41 231 5451 Fax: +254 (0)41 222 3681 Email:; * Head office located in Magadi

Kenya Ports Authority PO Box 95009-80104 Mombasa, Kenya Tel: +254 (0)41 211 3999, +254 (0)41 211 2999 Wireless: +254 (0)20 357 5880/8 Mobile: +254 (0)72 020 2525, +254 (0)73 431 2211 Fax: +254 (0)41 231 1867 Email:

Kenya Ports Authority Handbook 2010-11  

Official port handbook for the Kenya Ports Authority (KPA) 2010-2011 published by Land & Marine Publications Ltd

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