Beyond Mombasa: Why Kenya must rethink its port strategy

A section of Mombasa Port.[Kelvin Karani, Standard] Focusing too much on the Port of Mombasa has made Kenya overlook the potential of its smaller coastal ports. Evidence of this is clear. Maritime experts say development has long been concentrated on the Mombasa port facility, though the newer Port of Lamu has recently seen some upgrades in equipment. Kenya's maritime narrative has mostly revolved around the Port of Mombasa, which remains the country's main gateway for international trade and a key link for East Africa's inland regions. Former Secretary General of the Seafarers Union of Kenya (SUK), Andrew Mwangura said the port is at a strategic location and its importance is beyond question. Yet, this singular focus has come at a cost of neglecting the smaller coastal ports such as Mtwapa creek, Kilifi, and Malindi. He adds that in an era of rapidly evolving maritime economies and intensifying regional competition, overlooking these secondary nodes is no longer sustainable. ''The over-concentration of activity at Mombasa has bred structural inefficiencies whose ripple effects trickle across the economy,'' Mwangura points out. Edgar Atsiaya, a port user explains that congestion, cargo clearance delays, urban infrastructure strain, and environmental degradation are common challenges experienced at the Mombasa port. ''While recent expansions have boosted capacity, the underlying vulnerability remains. It is a case of putting too many eggs in one basket,'' Atsiaya said. Mwangura said that diversifying port infrastructure by investing in smaller facilities would ease this burden, creating a more resilient maritime system capable of absorbing shocks and adapting to shifting trade dynamics. But the case for smaller ports extends beyond decongestion. It speaks to inclusive economic growth. Coastal counties like Kilifi have long been overshadowed by Mombasa's dominance, despite possessing natural harbors, historical trading links, and proximity to emerging economic zones. ''Revitalising ports in Mtwapa, Kilifi, and Malindi would stimulate local economies, create jobs and anchor new industries, from fisheries and tourism to smallscale shipping and marine services,'' Mwangura noted. Take Malindi, a town steeped in maritime history, once a key node on ancient Indian Ocean trade routes. Today, its port infrastructure remains modest, serving mainly artisanal fishing and tourism. But with targeted investment, dredging, quay construction, cold storage and navigational aids, Malindi could evolve into a regional fisheries and marine logistics hub, supporting offshore activities, attracting cruise tourism and handling niche cargo. The same potential lies dormant in Kilifi and Mtwapa, whose sheltered waters offer natural advantages still largely untapped. Mwangura says global lessons abound. ''In the Global North, the Netherlands offers a compelling model. While Rotterdam is Europe's largest port, the country also nurtures smaller ports like Eemshaven and Vlissingen which specialises in offshore energy, data centres and chemical logistics. This networked approach reduces pressure on Rotterdam and enhances national resilience,'' the former SUK official said. Similarly, in the Global South, India's non-major ports, such as Mundra and Pipavav have transformed maritime logistics. Though not Mumbai or Chennai, these ports handle over 40 per cent of India's cargo by complementing major hubs, attracting private investment and serving regional industrial corridors. ''Kenya can emulate this: Smaller ports need not compete with Mombasa port but compliment it,'' emphasised Mwangura. Critics, Mwangura said, may warn that developing multiple ports risks fragmenting resources and creating underutilized assets. That concern is valid but short-sighted. The goal is not to replicate Mombasa's scale everywhere, but to build a complementary network with distinct roles, smaller ports handling specific cargo types, supporting coastal shipping and serving localised markets. Mwangura notes that such decentralised model aligns with global trends, where maritime systems function as networks rather than single dominant hubs. It also enhances national security by reducing vulnerability to disruptions at any one location. Edward Odipo, a businessman with interests in imports and exports, adds that the rise of regional competitors underscores the urgency. ''The ports of Berbera and Dar es Salaam are expanding aggressively, while new facilities like Lamu aim to redefine Kenya's maritime landscape. Relying solely on Mombasa port in this competitive environment is a strategic risk. A diversified port system would enhance Kenya's attractiveness as a logistics hub, offering shippers greater choice and flexibility,'' Odipo stated.

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