Kenya Port Handbook 2012-13 by Land & Marine Publications Ltd.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

KENYA PORTS HANDBOOK

CONTENTS 03 FOREWORD

POISED FOR GROWTH

05 INTRODUCTION

PREPARING FOR A PROSPEROUS FUTURE

KENYA PORTS AUTHORITY PO Box 95009-80104, Mombasa, Kenya Tel: +254 41 211 3999/2999 Fax: +254 41 231 1867 Email: pr@kpa.co.ke www.kpa.co.ke

08 HINTERLAND

MOMBASA PLAYS KEY ROLE IN REGIONAL TRADE

12 LOCATION KENYA 14 INVESTMENT

PORT EXPANSION MASTER PLAN TAKES SHAPE

18 CONTAINERS

POSITIVE OUTLOOK FOR CONTAINER TRAFFIC

Kenya Ports Authority Handbook 2012-13 is published by:

land&MARINE Land & Marine Publications Ltd 1 Kings Court, Newcomen Way Severalls Business Park, Colchester Essex CO4 9RA, UK Tel: +44 (0)1206 752 902 Fax: +44 (0)1206 842 958 Email: publishing@landmarine.com www.landmarine.com The opinions expressed in this publication are not necessarily those of the editor nor of any other organisation associated with this publication. No liability can be accepted for any inaccuracies or omissions. Printed by Pensord ISSN 1743-5056 © 2012 Land & Marine Publications Ltd

23 AMGECO

MULTIPURPOSE SHIPYARD WITH HERITAGE OF QUALITY

25 CARS

DRIVING FORCE FOR CAR IMPORTS TO EAST AFRICA

27 GRAIN BULK HANDLERS LTD STATE-OF-THE-ART BULK GRAIN HANDLING

30 CONTAINER FREIGHT STATIONS

CONTAINER FREIGHT STATIONS IMPROVE PORT EFFICIENCY

35 KENYA MARITIME AUTHORITY

MARITIME AUTHORITY STEERS A STEADY COURSE

36 TRANSPORT

IMPROVED INFRASTRUCTURE EASES FLOW OF CARGO

38 SECURITY

SECURITY HAS VITAL ROLE IN PORT OPERATIONS

41 CRUISE

GATEWAY TO A PERFECT AFRICAN EXPERIENCE

42 LAMU

MEGAPORT AT LAMU ONE STEP CLOSER

44 DONGO KUNDU

LONG-TERM STRATEGY FOR DONGO KUNDU

47 PORT AUTHORITY

MAKEOVER FOR PORT AUTHORITY

48 WORLD FOOD PROGRAMME MOMBASA IS VITAL LIFELINE FOR UN FOOD AID

50 OPERATIONS

PRIVATE COMPANIES BENEFIT FROM BUSY PORT

53 SOUTHERN ENGINEERING CO LTD MULTIFACETED MARINE AND LOGISTICS GROUP

54 CORPORATE SOCIAL RESPONSIBILITY

LOCAL COMMUNITIES BENEFIT FROM PORT’S PROFITABILITY

55 STATISTICS

CARGO FIGURES SHOW ENCOURAGING UPWARD TREND

57 ITC

ITC ROLL-OUT IMPROVES PORT EFFICIENCY

58 PORT DETAILS 62 COMPANY DIRECTORY

FOREWORD

EFFICIENT PORT SERVICES T

his new Kenya Ports Handbook comes to you at a time of great change at the Port of Mombasa. We are poised between the successes of the past few decades and the exciting potential of the future.

In the future we would also like to see greater competitiveness in port operations as this can only lead to greater efficiency, improved productivity and better opportunities both for port workers and for the stakeholders.

Within a few years, operations at the port will be transformed as we bring our new Container Terminal into service; realise the benefits of a one-and-half-year dredging programme that will allow us to accept much larger vessels; increase our capacity with new equipment; continue to streamline our working practices; restructure our Authority and at the same time receive an extended Mombasa Container Terminal.

Optimism

We are also looking forward to a new Free Trade Zone at Dongo Kundu, the opening of a southern by-pass to link the port and the new Container Terminal with the Free Trade Zone and the south coast; the start of construction of the new megaport at Lamu in the north of Kenya; and also the vast infrastructure improvements that are under way on the rail and road networks.

All the foregoing developments excite us with great optimism for the future. As a port, we are experiencing remarkable levels of growth. We handled about 20 million tonnes of cargo in 2011. Our forecasts of further growth in the coming years are anchored on the expected good rates of economic growth of the countries of East Africa Community and South Sudan. In this regard these investments are essential if we are to cope with demand and continue to be competitive. The Port of Mombasa has traditionally been the major trade gateway to East and Central Africa and even when the Lamu megaport comes on stream it will continue to fulfil that role. It is our responsibility to ensure that our land-linked neighbours have efficient and adequate access to maritime trade, but one we take seriously and perform with pride. This handbook highlights the work we have done so far and our plans for the future. Rest assured, we will all continue to work hard to serve the maritime industry diligently and efficiently.

GICHIRI NDUA Managing director Kenya Ports Authority

INTRODUCTION

PREPARING FOR

A PROSPEROUS FUTURE T

he Port of Mombasa in Kenya serves a vast hinterland. As the only major seaport on Africa’s east coast between Tanzania and the Red Sea, it has a huge responsibility to provide effective, reliable and efficient maritime services. Uganda, Burundi, the Democratic Republic of Congo, South Sudan and Rwanda all rely on the port for much of their seaborne cargo and the Kenya Ports Authority (KPA) has acted positively to ensure it can go on meeting the demands placed on its facilities and services by the ever-growing African market. Of course, the port also handles all the maritime traffic for Kenya itself and, since Kenya is one of Africa’s fastest growing economies, these are significant volumes. In 2011 the port handled some 19.6 million tonnes of cargo, of which about 14 million tonnes was imports and 5 million tonnes was in transit to neighbouring countries. With this level of imports, the region’s

economic growth and well-being hinges on the ability of its port to improve productivity and throughput. The KPA has responded with a multi-million-dollar investment programme to transform Mombasa into a world-class seaport of choice in the region, while more than doubling its current capacity in the process. These activities include: • An ambitious dredging programme to allow modern post panamax vessels to berth • Construction of Berth 19 • Construction of a second container terminal • Expansion and upgrading of the information and communications technology (ICT) systems • Investment in new handling equipment.

In addition, work is starting on a mega port in Lamu, in the north of Kenya, that will open up a new transport corridor across the region to Ethiopia, South Sudan and eventually further west. This is all backed up by continuous training of

INTRODUCTION

KPA’s staff and improvements to its methods of administration. Improvements in efficiency and productivity remain at the top of the KPA’s agenda.

HISTORY Mombasa has been a vital link in the region’s transport and logistics chain for centuries. The Port of Mombasa itself has been in existence since 1895, but its history as a harbour stretches back much further to when sailing dhows traded along the east African coast and Mombasa was a centre for the Indian Ocean slave trade. In 1498 the Portuguese navigator Vasco da Gama became the first known European to visit Mombasa. The Portuguese took over the island in 1528 and built Fort Jesus (which still stands today) in 1593. In 1638 it formally became a Portuguese colony and was administered from Goa. The town came under the suzerainty of the Sultanate of Oman in 1698 through its control of Zanzibar. Briefl y, between 1824 and 1826, it 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 in 1963.

FIRST LINKS In 1895 British colonialists decided to build a rail link between the coast and Kampala in order to provide their growing interests in

KENYA PORTS AUTHORITY HANDBOOK 2012-13

Uganda with an outlet to the sea. Harbour facilities were needed to deal with the influx of men and materials coming from overseas 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.

Ambitious The railway was a highly ambitious project, but it went ahead using a narrow gauge track, transforming Mombasa into the region’s main shipping hub. This line still operates today, although it is about to be upgraded to a standard gauge track more suitable for hauling the thousands of containers now handled in the port. Halfway to Kampala, a supply depot was built where the track passed through an area of uninhabited swamp. Taking its name from the local Swahili, that place later became Nairobi, the capital of Kenya. A new jetty in Mombasa allowed oceangoing vessels to discharge their 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.

DEVELOPMENT 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 added in 1931. The Shimanzi Oil Terminal and another two berths were completed during the Second World War.

Kipevu 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. After Kenya gained its independence from the UK in 1963 the country formed a shortlived trinational 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.

AUTHORITY In 1977, however, the Kenya Ports Authority was formed as the three countries went their separate ways. As unitisation swept the shipping industry, the port handled its first containers in 1975. Eventually, KPA converted some existing facilities into dedicated container berths. These later became what is now the Mombasa Container Terminal on Berths 14 to 18

Containers 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 has supported the establishment of privately run container freight stations around

the Port of Mombasa to get container traffic out of the port as fast as possible and improve dwell times and vessel turnround times. The port now handles nearly 700,000 teu per year.

FUTURE The history of the Port of Mombasa has largely been one of adapting to growth â&#x20AC;&#x201C; growth that has been led mainly by the development of industries far away in the hinterland. That growth has continued to this day and the KPA is now preparing itself for a new chapter in its long history as it stands at the centre of one of the largest and most far-reaching development programmes the region has ever seen.

HINTERLAND

MOMBASA PLAYS KEY ROLE IN

REGIONAL TRADE E

ast Africa has been forecast to experience the highest growth rates on the continent in the foreseeable future. While throughput at the Port of Mombasa grew by about 10 per cent in 2010, the region as a whole is growing at an average rate of six per cent, compared with five per cent or less in other regions of Africa. The Port of Mombasa is the region’s principal gateway for imports of raw foodstuffs, vehicles, iron and steel, petroleum products and other raw materials. The goal of improving the port’s efficiency and capacity has driven investment and development at the port and is vital for the prosperity of Kenya and the wider region. Much has already been achieved, but there is a lot more still to come. New transport infrastructure, greater use of information and communications technology (ICT), a new container terminal and free zone and new working practices will all help to smooth the transfer of cargo from vessel to hinterland.

Much of the investment within Kenya is driven by the Vision 2030 project, a wide-ranging development blueprint aimed at transforming the nation into a middle income economy by 2030.

HINTERLAND From Mombasa, importers have access to virtually every country in East Africa including Rwanda, Burundi, the Democratic Republic of the Congo, South Sudan, Uganda and northern Tanzania. This is a region of over 120 million people, with an annual economic output of over US$70 billion, and most of it is influenced to some degree by the capacity and efficiency of the Port of Mombasa. Together with domestic growth, increased economic activity in countries such as Uganda – one of the region’s big success stories – and the newly created nation of South Sudan are expected to result in demand for additional capacity at the Port of Mombasa. Oil exploration is expanding in Uganda, while South Sudan will need huge volumes of project cargo and supplies for developing its infrastructure. With few alternatives between Djibouti and Durban, Mombasa is the only viable option.

TRANSIT CARGO In 2011 the Port of Mombasa handled more than 5 million tonnes of transit traffic, up nearly 30 per cent since 2006. Uganda accounts for nearly 80 per cent of this figure – 4.2 million tonnes – of which over

KENYA PORTS AUTHORITY HANDBOOK 2012-13

90 per cent is imports, while the Democratic Republic of the Congo is the second-largest transit market, with an eight per cent share of the total at 430,000 tonnes. However, the fastest growing hinterland destination is South Sudan, and this is expected to grow at a faster rate in the coming years as the fledging nation begins to build its infrastructure. Mombasa not only handles consumer-bound cargo; it is also the point of entry for World Food Programme aid and emergency cargoes. These are destined mainly for Somalia, on Kenyaâ&#x20AC;&#x2122;s northern border, and aid organisations depend on the portâ&#x20AC;&#x2122;s efficiency to get supplies through in times of need.

TRANSPORT CORRIDORS Most transit traffic goes by road and much of the regionâ&#x20AC;&#x2122;s highway network is being upgraded to speed the flow of trucks and ease congestion across the country. The rail network is also receiving attention, with work about to commence on a new high-speed standard gauge network linking the coast with inland destinations. This is an important and much needed development, not only to reduce the reliance on more expensive and polluting truck transport, but also to cope with the growing throughput at Mombasa. This is part of a regionwide initiative to modernise the rail network.

INTEGRATION Not only are links to hinterland countries being strengthened in terms of physical infrastructure, but there is also closer integration

between East African countries in the form of trade agreements and joint co-operation. Improvements in efficiency and handling capacity at the Port of Mombasa have been closely observed by many of the landlocked states in the hinterland as they look for better and faster ways to import and export. The KPA encourages visits from other nations to learn from one another and improve communication and understanding within the East African community. The high standards and improvements achieved by the KPA are widely viewed by other countries as a benchmark. For example, the Government of Burundi has pledged to increase its cargo traffic through

HINTERLAND

Mombasa following improvements in cargo handling operations. In addition, the KPA operates liaison offices in Kampala and Kigali to support current and potential users in Uganda and Rwanda of the Port of Mombasa. The KPA has been praised for its ongoing customer care initiatives in the Great Lakes region while promoting East African common market initiatives.

SOUTH SUDAN The Port of Mombasa continues to handle increased volumes of both export and import cargoes for South Sudan. South Sudan cargo through Mombasa currently stands at 223,000 tonnes, including motor vehicles, vegetable fats and oils, sugar, beverages, cement, fuel, household items and machinery for imports. Exports include tea, timber, coffee and tobacco. A flagship infrastructure project under Vision 2030 is the development of a new northern transport corridor that will serve mainly the South Sudan and Ethiopia markets. The corridor will consist of a new standard gauge railway, a new road network, an oil pipeline, an oil refinery, a new airport and a freeport at Lamu.

COMMON MARKET A major step forward for the region was the creation of the East African common market in July 2010, freeing up the movement of goods, people, services and capital between five African countries. Burundi, Kenya, Rwanda, Tanzania and Uganda signed up to the agreement.

It is hoped that these ‘Four Freedoms’ will substantially increase trade and investments between member states and should make it more productive and prosperous. In addition, the East African Community Customs Union (EACCU) became fully operational on 1 January 2010. The EAC is committed to halving the time spent waiting at border posts within the community by reducing or removing Customs bureaucracy. This strategy embraces more efficient border posts for both road and rail traffic at Namanga on the Kenya-Tanzania border and at Malaba on the Kenya-Uganda border, which the Kenyan Ministry of Transport has commissioned. Improving the region’s roads and Customs procedures is seen by businesses as a key element in developing cross-border trade.

LOCATION MAP

LOCATION KENYA Maritini

SIBILOI NATIONAL PARK

Lake Turkana

Moyale

Lodwar

MARSABIT NATIONAL PARK

Wajir

KENYA

Moi Interna Airpor

MOUNT KENYA

Garissa

NAIROBI

Lamu

Proposed Free Zone

Kipini Ungama Bay

Malindi

Watamu Kilifi

Tarmac Roads Murram Earth Roads Railway Line

MOMBASA

Dong

o Ku

INDIAN OCEAN Pemba Island

KENYA PORTS AUTHORITY HANDBOOK 2012-13

ndu

Mikindani

A109 Momb

asa Ro

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to Nairobi

A109

Kisauni

Changamwe

A109

rt Ro

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Makupa KPA Headquarters

Container Terminal

(Under Construction) 17

Kipivu Oil Terminal

Shimanzi

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Port Reitz

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Makadara Fort Jesus

Mkunguni

Kilindini Port

Kizingo

K2 K1

Shipyards

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INVESTMENT

PORT EXPANSION MASTER PLAN TAKES SHAPE

big rise in cargo volumes over recent years at the Port of Mombasa has prompted the Kenya Ports Authority (KPA) to find ways of boosting capacity, partly by expanding beyond the original confines of the port area. The ports authority is now in the middle of a farreaching expansion and investment programme that will totally change the way cargo is handled in Mombasa. This will enable the port to cope with the further huge increase in cargo throughput expected in the coming years. Principally, the port needs to handle larger vessels, especially larger containerships. Import of containerised goods has outstripped all other sectors in recent years and, while the port has coped with this upward trend so far, capacity is limited.

Several projects are running concurrently to enable this to happen. Landside, there is ongoing investment in new cranes and equipment, while existing berths are being lengthened and expanded, and a new container terminal is being constructed. On the marine side, access channels and berths are being dredged to allow larger vessels to berth and turn in the channel.

DREDGING KPAâ&#x20AC;&#x2122;s vision to handle larger vessels means that it needs larger waterways. In December 2006 it commissioned Japan Port Consultants to undertake a feasibility study on dredging the channel and turning basin. The study revealed that the entrance channel, the turning basin and Berths 4 to 18 should be dredged. Since then the dredging has also encompassed the new container terminal beyond Berth 19. The channel is being dredging to a depth of 15.0 metres in the inner channel, with a width of 300 metres, while the outer channel will be dredged to 17.5 metres. The new container terminal will have a depth of 15.0 metres, while the existing Mombasa Container Terminal will be dredged to its designed depth of 12.6 metres. On completion, the turning basin will have a depth of 15.0 metres and a width of 500 metres, allowing larger vessels into the port. The project has been going on in phases since 2007. Phase 1 was the consultancy study, Phase 2 the dredging of the outer and inner channels, Phase 3 the dredging of the main channel and Phase 4 the dredging of panamax

KENYA PORTS AUTHORITY HANDBOOK 2012-13

berths Nos 12 to 14, as well as the areas the near Kipevu Oil Terminal (KOT) and the new container terminal at Berths 20 to 23. Carried out by the Dutch company Van Oord Dredging & Marine Contractors, the US$ 62 million dredging project was initially planned over two years. As a result of 24-hour working, however, the project is expected to be completed by December 2012, several months ahead of schedule. While much of the spoil is deposited at designated areas outside the harbour mouth, some is being used to reclaim land for the new container terminal.

BERTH 19 The port’s existing container terminal spans 600 metres over Berths 16 to 18 – sufficient to handle three vessels with a maximum length of 180 metres. However, vessels now calling Mombasa are between 200 and 225 metres in length, so only two can berth concurrently. To overcome this problem, Berth 19 is being constructed to add a further 160 metres to the container terminal and bring the total length to 760 metres, enough to handle three medium sized containerships of 235 metres each, with an allowance of 15 metres between the vessels. This represents an investment of some US$ 66.7 million. The contractor, China Road & Bridge Corporation, is expected to complete work by the end of 2013.

CONTAINER TERMINAL To further expand its container handling facilities and to be able to handle the latest

generation of containerships, the KPA is also developing a new container terminal west of the Kipevu Oil Terminal on 100 hectares of reclaimed land. It will have a total berth length of 900 metres, encompassing three berths of 320, 320 and 350 metres – Berths 21, 22 and 23 – with a depth alongside of 15.0 metres, giving it an annual handling capacity of 1.2 million teu. In addition, there will be two smaller berths of 12.0 metres depth alongside, which will be Berth 20. Work on the first phase began in late 2011 by the Toyo Corporation of Japan and is due for completion by 2015. This will include two berths and provide an annual capacity of 450,000 teu. The second phase to add another berth is due for completion in 2017, with the final berth ready in 2019. Phases 2 and 3 may be combined depending on demand for terminal use.

INVESTMENT

The Port of Mombasa has a current installed capacity of just 250,000 teu â&#x20AC;&#x201C; although it handles more than 600,000 teu per year. To date, transhipment traffic has been kept low, or even refused, to limit congestion. However, this expansion is a major step forward in developing Mombasa as a transhipment hub for the region.

OIL TERMINAL With the construction of Berth 19 on one side and the new container terminal on the other side, the Kipevu Oil Terminal (KOT) is likely to be resited to a more suitable location elsewhere in the harbour. This is also seen as an opportunity to build a larger finger pier that can handle vessels up to 150,000 dwt, allowing the port to receive bigger liquid bulk carriers and enabling two vessels to berth at once. At present, only one vessel can be handled at a time. Two sites are being considered. One is between Berths 10 and 11 and the other is further west of the new container terminal.

Once the KOT has been moved, it opens the door to an extension of Berth 19 all the way to the new container terminal to create a single quay length of some 1,500 metres.

EQUIPMENT Complementing this major development in berths and stacking areas is an equally impressive investment programme in new equipment and cranes. On the existing quays, three more ship-toshore gantry cranes were purchased in mid 2011 as well as four reach stackers and 14 terminal tractors. Ten rubber tyred gantry cranes were also bought in 2010. In addition, two new harbour cranes of up to 100 tonnes capacity were introduced to handle conventional cargo and containers at Berths 11 to 14, adding to the one already purchased in 2010. Investment in equipment will continue as the new berths come into operation. The intention is to upgrade equipment that is reaching the end of its useful life as well as to order additional ship-to-shore cranes and mobile harbour cranes as demand dictates.

CONTAINERS

POSITIVE OUTLOOK FOR CONTAINER TRAFFIC

ontainer handling is the major growth sector at the Port of Mombasa. From 2006 to 2010 throughput grew by over 30 per cent, outstripping all other cargo streams at the port. To cope with this growth, Kenya Ports Authority (KPA) has come up with new and innovative ways of dealing with container traffic, which is forecast to go on rising at above-average rates for the foreseeable future. In 2011 the port handled about 770,000 teu which accounted for about 35 per cent of total throughput. This represents an increase of 12.5 per cent compared with 2010.

FACILITIES The container terminal is located on Berths 16, 17 and 18 and has a total length of 600 metres

with a maximum depth alongside of 12.6 metres. The terminal is served by seven shipto-shore gantry cranes of 40 tonnes capacity, three of which were commissioned in 2011. There is a container stacking area of 137,000 square metres to the rear of the container terminal served by 22 rubber tyred gantry cranes, 10 of which were commissioned in 2010.

STACKING In addition, containers are handled across Berths 12 to 14 using ships’ own gear and mobile harbour cranes. An additional stacking area close to Berths 12 to 14 allows loaded containers to be stacked five high to create up to 2,000 ground slots. Thanks to a big improvement in efficiency and productivity, together with the introduction of off-port container freight station (CFS) facilities and the use of Berths 12 to 14, the port now handles over 650,000 teu each year, despite the terminal having a capacity of just 250,000 teu.

EXTENSION An extension to the existing container terminal – which will be located on Berth 19 – is due to enter service by the end of 2012. This will allow the port to handle three vessels of 235 metres at the same time compared with its current capacity of three vessels of 180 metres or two of 235 metres. In addition, there are plans to develop the area from Berth 11 to the edge of Berth 16 as a third dedicated container terminal, perhaps offered on a concessionary basis to a private operator. This project has many benefits for the

KENYA PORTS AUTHORITY HANDBOOK 2012-13

port authority and its customers, but there are several hurdles to clear before it can go ahead.

PRODUCTIVITY Ongoing improvements to working practices, combined with heavy investment in new and better equipment, has meant that average waiting time for vessels has been reduced to two days, while productivity has improved to 20 moves per crane per hour. This means the average ship turnround time is also down, to just three days. In the past, one of the biggest problems was the dwell time of containers in the port. This was exacerbated by the rising level of incoming containers as well as delays in removal by customers. The problem was largely solved, however, by the introduction of nominated off-port container freight stations. By 2011 there were eight KPA-nominated CFS facilities taking containers directly from vessels to off-port locations for clearance and onshipment. This move reduced the average dwell time from 11 to 5.8 days. The CFS facilities handle only domestic containers, however. All transit containers are stored and cleared from the port.

TRANSHIPMENT Significantly, transhipment of containers is less than 1 per cent of current figures with this traffic either refused at the port or kept to a minimum. Currently, the port simply does not have enough space to handle transhipment traffic. This is all set to change, however, with the construction of a second container terminal to

the west of Kipevu Oil Terminal. By 2015 the new container terminal will have a capacity of 450,000 teu rising to 1.2 million teu by 2019. The ambition is for Mombasa to become one of the largest transhipment ports in the Indian Ocean. Many of the region’s smaller ports – especially in Seychelles, Mauritius, Madagascar and Zanzibar – would be obvious destinations for feeder vessels from Mombasa. In addition, the development of a mega port at Lamu in the coming years will boost Kenya’s container handling capacity still further as it channels most of the traffic heading for South Sudan and Ethiopia away from Mombasa.

GATEWAY Mombasa is a gateway for other markets besides Kenya. Traffic also goes to hinterland countries such as Uganda, South Sudan,

CONTAINERS

Rwanda, Burundi, Democratic Republic of Congo and Tanzania. The port is served by 23 shipping lines, 13 of which are dedicated container lines. The largest of these is Maersk, which has priority access across Berths 13 and 14 using ship’s gear. Other major operators include MSC, CMA CGM, PIL (K) and EMSI, although newer customers such as Evergreen and Zim are now generating significant volumes of traffic.

INLAND DEPOTS Part of the transport chain to inland destinations is provided by two KPA-operated inland container depots (ICDs). These are linked by rail with the Port of Mombasa and provide shippers with ‘dry port’ facilities. The aim of the ICDs is to bring port services closer to shippers in the hinterland through specialised railtainer services as well as easing congestion in Mombasa. The largest of these facilities is the Inland Container Depot Embakasi (ICDE), located off Mombasa Road in Nairobi, which handled

38,000 teu in 2010. This facility covers 29 hectares and its stacking area is designed to handle over 180,000 teu per year. The depot has two rail sidings, allowing two railtainer trains to be offloaded simultaneously. The second, smaller ICD is the Inland Container Depot Kisumu (ICDK) at Kibos on the shores of Lake Victoria in western Kenya. It occupies 17.5 hectares with a stacking area designed for an annual throughput of 15,000 teu. Both facilities can handle containerised and loose cargo, with stuffing and stripping, consolidation, storage and a range of other services. A one-stop shop for importers and exporters in the hinterland, these ICDs offer a range of benefits to shippers including secure transport, through bills of lading and reduced dwell time. They can also be used for storage of empty containers awaiting shipment.

AFRICAN MARINE ADVERT

AMGECO

MULTIPURPOSE SHIPYARD WITH

HERITAGE OF QUALITY L

ocated in Mombasa’s Kilindini Harbour, the shipyard of African Marine & General Engineering Co Ltd (AMGECO) is a multipurpose facility dating back to 1928. The shipyard’s dry dock, in operation since 1977, has the distinction of being the only ISO certified dry dock on the east coast of Africa. With a length of 180 metres and an entrance width of 24.75 metres, it can accommodate vessels of up to 20,000 tons.

CONSTRUCTION A construction dock alongside the dry dock is fully equipped for shipbuilding. The company has been building vessels since 1957 and many of these are still in service. The construction dock is 40.25 metres long and 18 metres wide at the gate with a maximum depth of 4.0 metres over the sill. Floating repairs are carried out mostly alongside the lay-by wharves on the east and west sides

of the dock. The shipyard has 340 metres of wharves with piled jetties where vessels up to 200 metres in length and a maximum draught of 8.0 metres can be accommodated. Mobile cranes can be used at both the jetties.

SLIPWAYS In addition, there are two slipways for barges, lighters and small harbour craft of up to 20 metres length and 6 metres width. Tugs are also available for towage and general duties, although they are used mainly for drydocking of vessels. The company is ISO 9001:2008 certified and employs a skilled workforce of about 300. The yard offers a wide range of other marine and non-marine engineering services including: • Sales, service and hire of refrigeration and air conditioning units • Vessel conversions. Past work includes adding a second deck to two ferries, converting trawlers into tankers, and converting tankers into cargo vessels • Onsite certified liferaft services • Afloat repairs along the coast, on lakes and inland waterways within East and Central Africa. The shipyard has been under new management since January 2010 and is fully owned by Alba Petroleum, which took over the facility in 1998. Alba Petroleum is a major bunker supplier to the Port of Mombasa, offering bunker barge services to vessels at sea and in port.

CARS

DRIVING FORCE

FOR CAR IMPORTS TO EAST AFRICA

he Port of Mombasa is rapidly becoming a major car import centre for East Africa as volumes continue to grow at an annual rate of 10 to 12 per cent. Since 2006 the numbers have almost doubled, with 111,000 vehicles being discharged in 2010. As well as new and used cars, the port handles a wide variety of trucks, buses, mobile equipment and machinery such as bulldozers and construction plant. Vehicles are discharged from ro-ro vessels and dedicated car carriers at the port’s multi-user berths and placed in temporary holding areas or moved to external storage in container freight stations (CFS) ready for clearance and collection. About 60 per cent of the vehicles are destined for local dealers, while 40 per cent are in transit

to neighbouring countries. Of the vehicles in transit, more than three-quarters go to Uganda. Over 90 per cent of the traffic is passenger cars. Sixty per cent of these are used cars from Japan, with others from Dubai and Europe. Just 10 per cent of the vehicles are new, for sale through dealers. The other 10 per cent consists of trucks, buses and heavy plant, especially for the mining industry. These generally come from Asia, China and Europe.

BOSS FREIGHT TERMINAL Boss Freight Terminal, opened in 2006, was the first dedicated off-port facility for car handling to be built in Mombasa. The sevenacre terminal was built as Phase 1 of a larger development which the company hopes will eventually encompass direct access to a ro-ro terminal at the Mbaraki wharf and a multistorey vehicle park that would boost the terminals’s capacity from 2,400 to 6,000 cars. With a dedicated ro-ro berth for car carriers right beside the terminal, Boss Freight would be able to offer a more secure, ‘one-stop’ facility for car importers, speeding up the rate of discharge and improving turnround times for both ships and vehicles. It would also offer stevedoring-only services for importers wishing to use a different CFS. The creation of this new integrated and streamlined facility would also benefit the Port of Mombasa, as vehicles would no longer compete for limited road space in the port and city. It would reduce congestion in the port area and allow other cargo to be handled more efficiently.

GRAIN BULK HANDLERS LTD

STATE-OF-THE-ART BULK GRAIN HANDLING

rain Bulk Handlers Ltd (GBHL) is a stateof-the-art bulk grain terminal built on a 15-acre site in the Shimanzi industrial area, close to the Port of Mombasa. Licensed by Kenya Ports Authority, this privately owned terminal handles seaborne imports of bulk grain such as wheat, maize and soya beans. The common-user terminal serves a large customer base including commercial millers in Kenya and the Great Lakes Region, traders and relief agencies. The company began operating in 2000 and handles a large number of bulk grain vessels from across the world. Its services include: • Discharging of vessels via conveyors into silos at a rated capacity of 900 tonnes per hour, equivalent to 21,600 tonnes per day

• Daily deliveries by road and rail • Fumigation of grain, and bulk deliveries • Bagging of grain into polypropylene and jute bags • 75,000 tonnes of long-term silo storage. In addition to storage and warehousing, the company is registered as a Customs area and can receive bonded cargo for its customers.

EXPANDED Over the years, the company has expanded in line with customer demand and is now investing in an expansion of its long-term silo capacity by 55,000 tonnes. In addition, the company attends to staff and social welfare by supporting education and health-based programmes for its staff and for local communities. The company believes its employees are its greatest asset. This is reflected in its human resources practices and in the resources dedi-

GRAIN BULK HANDLERS LTD

MACKENZIE MARITIME (EA) LTD Mackenzie Maritime (EA) Ltd, a wholly owned subsidiary of Grain Bulk Handlers Ltd, provides a range of services to its customers, many of which are customers of GBHL. The company specialises in transport of cargo from the port to inland destinations and oﬀers the following services: • Clearing and forwarding • Local shunting to destinations in Mombasa and its outskirts • Warehousing of bagged and general cargo • Local shunting of containers to various depots • Leasing of mobile cranes and fork-lift trucks cated to social awareness and skills training at all levels of the organisation. GBHL strives to achieve fair social conditions for all its employees. GBHL is a member of the International Association of Ports and Harbours (IAPH) and complies fully with the ISPS Code and ISO Standards, published from time to time by the IAPH, to ensure the safety of cargo, employees and customers. Terminal operations are kept as eco-friendly as possible through the use of industrial dust extractors and continuous maintenance and fumigation programmes using high tech equipment. The company uses industrial weighing machines and stringent procedures to minimise cargo spillage, thus benefiting its customers.

• Transport of bulk and bagged cargo to destinations outside Mombasa • Transport of specialised cargoes, liquid products, containers and other cargo. In order to provide these services, the company continues to invest in good quality trucks and equipment. It recently embarked on a ﬂeet modernisation programme, with 20 Mercedes-Benz AXOR tractor and trailer units now in operation. The company is planning to expand and has placed orders with UK suppliers for more trucks. This will ensure that the just-in-time import, transport and supply chain is maintained without interruption. Mackenzie Maritime (EA) Ltd is committed to providing high quality services and adopts quality improvement processes in order to identify and fulﬁl its customers’ needs.

UPGRADING The company has invested heavily in upgrading its equipment in line with international innovation within the industry. It is now able to discharge panamax vessels at a rate of 900 tonnes per hour.

CONTAINER FREIGHT STATIONS

IMPROVE PORT EFFICIENCY C

ontainer throughput and efficiency have been significantly improved, and congestion reduced, within the Port of Mombasa thanks to the introduction of a series of independently operated off-port container freight stations (CFS), the first of which opened for business in 2007.

While there are more than 15 freight stations serving Mombasa port, only eight are appointed by KPA to handle bonded container imports. All KPA-appointed CFS facilities are within 10 km of port limits and they handle only domestic containers. All transit cargo is handled directly through Mombasa port.

Before 2007, the port received more inbound containers than it had space available to stack or handle them. An alternative way was needed to remove the containers from the port quickly so they could be processed and sent on to final destination without undue delay.

INCOMING

Slow container throughput was pushing up costs for importers and was a constant problem for the port authority. The solution, however, turned out to be simple. Off-port container freight stations were established and run by independent operators and, in essence, became extensions of the port area.

Incoming containers are discharged from the ships at KPAâ&#x20AC;&#x2122;s Kilindini terminal and taken quickly by truck or tractor to the designated CFS. The freight station operator is responsible for transporting the containers from the ship to a secure stacking area within the CFS. Each container can then be cleared for oncarriage to its final destination or, in the case of LCL containers, stripped into a warehouse for customer collection or groupage. Each CFS is a self-contained facility with government agencies on site including Customs, police, the standards authority and sanitary inspectors.

NOMINATED The KPA has a meeting every morning to decide which CFS will be assigned to each incoming container carrier. The decision is determined by available space, capacity and the ability to handle the number of incoming containers that day. In addition, carriers may nominate a CFS independently of the KPA process. As well as handling containers, freight stations can be used for all types of unitised cargo

KENYA PORTS AUTHORITY HANDBOOK 2012-13

such as machinery and vehicle imports. Most have 24/7 operations and they must comply with KPA tariffs and regulations. Cargo owners benefit from a faster, more efficient service at no additional cost. The first KPA-appointed facilities to enter service were Mombasa Container Terminal and Consolbase, in Changamwe. They were followed by Portside Terminals, Awanad CFS Logistics, Interpel Investments, Mitchell Cotts Freight, Compact Freight Systems and Focus.

INTERPEL INVESTMENTS Interpel Investments operates and manages one of the nearest CFS facilities to the port, handling both cars and containers. The yard can accommodate about 500 cars or 250 containers at a time and has a 5,000 sq ft warehouse as well as designated areas for the examination and verification of cars and containers. While its main clients are domestic importers, Interpel also caters for vehicles in transit to neighbouring countries. World-class computer systems are used to ensure a prompt and efficient service at all times. Cargo safety and security are given top priority. The terminal has CCTV surveillance and a 24/7 security guard patrol.

AWANAD Located at Mikindani, on the MombasaNairobi road, Awanad CFS is about 6 km from Mombasa port and offers 162,000 sq ft of open storage for containers and vehicles as well as over 4,000 sq ft of warehousing for stripping operations.

About 70 per cent of its business comes from KPA nomination and to meet growing demand the company has expanded its facilities with a new CFS next to the existing facility. As well as standard containerised cargo, the freight station handles refrigerated containers, containerised and loose vehicles, bulk cargo and groupage and has extensive warehousing for bulk cargo.

MOMBASA CONTAINER TERMINAL Mombasa Container Terminal (MCT) is wholly owned by the BollorĂŠ Group and relocated to a new state-of-the-art facility at Port Reitz, off the Airport Road, in Changamwe, Mombasa, in December 2010. It is strategically located 3.5 km from the Port of Mombasa. There is a container stacking area of 33,949 square metres and 1,785 square metres of warehousing. The yard also has a dedicated area for Customs X-ray scanners. As an ISO

CONTAINER FREIGHT STATIONS

9001: 2000 certified organisation, MCT can offer customers a guaranteed quality of service. MCT has a large transport fleet with HF communications and adequate cargo handling equipment.

FOCUS Focus is one of the newest freight stations in Mombasa, opened in November 2010. It is just 500 metres from the port gates and offers 13.5 acres of hardstanding for 2,000 cars and 4,000 teu simultaneously. There is also 20,000 sq ft of warehousing for container stripping and repacking operations. The modern yard is equipped with four reach stackers and two fork-lift trucks of 3 and 7 tonnes capacity. As an added benefit to

customers, Focus has extended the free dwell time from five to 10 days.

MAKUPA TRANSIT SHADE Due to open late in 2011, the Makupa Transit Shade is the newest CFS in Mombasa and is on the boundary of the Mombasa port limits, just behind the fire station. The 9.4 acre facility is less than 1 km from the container terminal and is the closest CFS to the port. Containers arrive in the freight station the moment they leave the port area. The yard is linked to the main highway at the back of the property, so vehicles can avoid the main bottlenecks. Part of the Tal Group, the company has built this new facility to a high standard, fully compacted with 300 mm concrete and completely walled. Security cameras are provided and there is underground ducting for power and communication cables. Initially, the yard will have between 2,500 and 3,500 teu of container standing capacity with a possible throughput of three to four times that, depending on equipment.

KENYA MARITIME AUTHORITY

MARITIME AUTHORITY

STEERS A STEADY COURSE E

stablished as recently as 2004, the Kenya Maritime Authority (KMA) has played an important role in advancing Kenya’s maritime reputation and the future development of its maritime activities. The government established the KMA in 2004 to strengthen its maritime administration, transferring responsibility for shipping matters from the Merchant Shipping Department of Kenya Ports Authority to an independent governmental authority. The KMA’s wide-ranging responsibilities include: • Enhancing maritime safety and security by ensuring the seaworthiness and safe operation of vessels in Kenyan waters • Protection of the marine environment by setting up programmes to prevent and respond to marine pollution • Advising the government on enforcing international maritime conventions to which Kenya is a party • Optimising commercial maritime activities for the socio-economic benefit. The KMA is also responsible for the Kenya Ship Register, for issuing boat licences and for supervision of training and qualifications of maritime personnel. A major turning point for the KMA was the new Merchant Shipping Act, enacted in 2009. This replaced the previous Act, which had not been revised since 1967. One of its main provisions was to allow bareboat chartered vessels access to the Kenya ship register, which previ-

ously had been restricted to Kenyan nationals and interests. In 2010 Kenya was admitted to the International Maritime Organisation (IMO) white list, meaning it is in full compliance with the International Convention on Standards of Training, Certification and Watchkeeping of Seafarers (STCW). Maritime certificates and other endorsements issued in Kenya will now be recognised worldwide, so Kenyan seafarers can work in foreign-going vessels. This is an important step forward as, with a shortage of qualified seafarers worldwide, it provides an opportunity of creating new jobs in Kenya. For the future, the KMA is also co-ordinating its own activities and mandates around the government’s decision to increase private sector involvement in Mombasa port. The KMA is ISO 9001:2008 certified for quality management, following an intensive two-year orientation and specialised training programme for all departments. This is seen as the first step in introducing a culture of quality within KMA as well as helping to fulfil the everchanging needs of its customers.

TRANSPORT

IMPROVED INFRASTRUCTURE EASES FLOW OF CARGO

ith as many as seven neighbouring countries using the Port of Mombasa for their external trade, the transport chain between coast and hinterland is a key area of concern for shippers

at Kisumu and Nairobi, the KPA is meeting the challenge of speeding the flow of cargo. Having put its own house in order, however, it is also seeking and encouraging improvements elsewhere.

The first – or last – link in the chain is the port itself and a key priority for Kenya Ports Authority (KPA) has been to enable, and encourage, the removal of cargo from the port as quickly as possible. In this regard it has been moderately successful, with container dwell times almost halved in recent years while throughput has risen significantly.

UPGRADING

By using modern ICT systems, more efficient yard equipment, off-port container stations and, of course, the inland container depots

The Kenya Roads Board (KRB) is responsible for the upkeep of 63,000 km of classified roads in Kenya. Only 14 per cent of these are surfaced, the rest being gravel or dirt roads. A long-overdue upgrade of the main highways is now under way. The main highway between Nairobi and Mombasa has already been refurbished, leading to much reduced transit times between the two main centres. Other projects are under way to transform the region’s road network. One is the Mombasa-Nairobi-Addis Ababa Road Corridor, co-financed by the African Development Bank Group, the European Union, and the governments of Ethiopia and Kenya. An estimated US$ 500 million is being spent to improve transport links between the two countries. Another project of key importance is the proposed southern by-pass of Mombasa. This will greatly ease the flow of traffic transport north and south as well as encouraging more trade links with northern Tanzania.

RAIL SYSTEM Perhaps even more pressing is the need for an upgraded rail system in Kenya. Most of the country’s existing rail system uses 1 metre gauge track dating from the 1890s – too narrow for the reliable movement of loaded containers.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

Because of this, less than four per cent of Mombasa port’s freight goes by rail. Transport costs are generally high because of the dependence on expensive trucking. A more efficient rail network could reduce transport costs by at least 30 per cent, say forecasters. Upgrading the region’s rail network presents huge challenges. Nevertheless, all five members of the East African Community have agreed to build a new standard gauge network.

CONCESSION Rail operations in Kenya have been concessioned to Rift Valley Railways (RVR), while Kenya Railways continues to oversee the service. The 1,920 km track between Mombasa and Malaba will be replaced by standard gauge track by 2017, with branchlines to Moyale (for Addis Ababa) and Lodwa (for Juba) at a cost of some US$ 5.2 billion. The task ahead is enormous. Work is due to start in 2012 and the entire project covering the region will not be fully completed until 2050.

PHASES The Mombasa-Malaba-Kampala line is the first of four phases. There will also be a line from Lamu to Lokichogio, which will connect with Juba in South Sudan. These projects are part of Kenya’s Vision 2030 development plan and their importance cannot be overstated. The Port of Mombasa handles about 20 million tonnes of cargo per year. The forecast is only upwards and, without an ugraded rail system, within a few years one truck will have to leave

the port every minute of every day to keep up with demand. This is clearly unsustainable, so the modernisation of the rail system is not only necessary but essential. In the long term, the idea of a rail link between Lamu and Douala, in Cameroon, is also being explored. This would reduce haulage time to just four and a half days compared with 25 days by sea.

SECURITY

SECURITY HAS

VITAL ROLE IN PORT OPERATIONS P

ort security is a key area of concern for the Kenya Ports Authority (KPA). Already compliant with the ISPS Code, the port is taking additional steps to protect cargo and vessels and to ensure that personnel can work in a safe and secure environment.

In the long term, the following systems will be put in place:

ISS

• Monitoring of serial numbers of containers

The principal project under way is the introduction of an Integrated Security System (ISS) that will significantly improve the security of Mombasa port and the two inland container depots at Nairobi and Kisumu. The ISS will consist of security and communications subsystems linked to the vessel traffic management system (VTMS) and integrated into one comprehensive security system while being operated and maintained by main and local security centres.

• Access control and time management including digital badges with photo identity • Licence plate recognition

• Gate access devices • Dock water barriers and sliding gates • CCTV system with 400 cameras • Digital video recording • Dedicated data communication system • Command and control system with security management software (SMS) • Radio communication system • Integration of SMS with the SAP/ERP system. The project also includes training of security staff and an awareness programme for stakeholders. Work is expected to start in September 2012 with a budget of US$ 21.4 million. The ISS will allow KPA to monitor and respond electronically, reducing the need for physical security. It will also provide more effective control of personnel and visitors in the port area.

RADIATION MONITORS Eleven radiation portal monitors have been installed at strategic locations in the Port of Mombasa to cover gates, yards and quay operations. This is part of the National Nuclear Security Administration’s Second Line of Defense (SLD) Megaports Initiative, which was commis-

KENYA PORTS AUTHORITY HANDBOOK 2012-13

sioned in Mombasa in February 2011 following a memorandum of understanding between the governments of Kenya and the United States. The monitors can deter, detect and interdict illicit trafficking in nuclear and other radiological materials passing through the port and are positioned to ensure maximum sensitivity to the target material, particularly uranium and plutonium.

imity to Somalia. This has become expensive for the port, for the shipping lines and for the consignees of the goods they carry, as vessels are often obliged to take longer, more indirect routes to Mombasa to avoid the high risk areas. In particular, the port’s cruise business has been affected.

CONFIDENCE

Mombasa is one of 100 ports worldwide taking part in the Megaports initiative, which aims to scan about 50 per cent of international container traffic by 2015.

However, the KPA is fighting back with all the means at its disposal in an attempt to instil confidence in the region after some high profile incidents.

ANTI-CORRUPTION

Mombasa is the largest piracy-reporting centre on this coast and the Mombasa Rescue Co-ordination Centre (MRSC) is also located there. All incidents are reported to the Mombasa facility and rescue or arrest attempts are co-ordinated from there. In fact, most of the pirates arrested on the high seas are brought ashore in Mombasa.

Corruption is regarded as one of the biggest threats to security and the KPA has taken a firm stance with a zero tolerance approach. Divisional corruption committees look at areas of risk, and ways of reducing that risk, in areas such as procurement, finance and recruitment. Each division has its own Integrity Officers, who act as information sources as well as conduits for intelligence to combat corruption. Officers are sent to Nairobi for training. One of their main tasks is to make the people in their departments more aware of corruption issues – how to spot the danger signs and how to report instances of corruption – as well as implementing an ethical code of conduct.

PIRACY

PORTAL All this information is available to vessels and shippers via a web portal. Furthermore, to limit incidents in its immediate environs, the KPA has established a Maritime Security Zone offshore from Mombasa and has designated it a safe area, with Kenya Navy vessels on hand to protect waiting ships. The navy regularly patrols all parts of Kenya’s territorial waters.

The Port of Mombasa is a key player in the war against the recent upsurge of piracy. Mombasa has been affected by piracy more than any other port in the region because of its prox-

CRUISE

GATEWAY TO

A PERFECT AFRICAN EXPERIENCE M

ombasa has a lot of offer as a cruise destination, both for cruise ship operators and for passengers. While operators have a full range of services available, passengers can visit a number of attractions including a top quality game park in just one day.

ATTRACTIONS Mombasa offers easy access to the nearby Tsavo East and West National Parks – and to the even closer and smaller Shimba Hills National Reserve. Tsavo is just two hours from Mombasa – an easy day trip. It is an ideal place to view the Big Five as well as other animals. Shimba Hills is more compact and its animals include buffalo, elephant and waterbuck. Mombasa’s main tourism attraction is Fort Jesus, built by the Portuguese in 1596. The fort is surrounded by the Arab quarter, the original part of Mombasa town, with its narrow and picturesque alleyways. Further afield, operators have the option of calling at the remote island of Lamu, where visitors can explore Lamu Old Town, a Unesco World Heritage Site.

FACILITIES KPA has allocated Berths 1 and 2 for cruise ships. Although this is a cargo berth, cruise ships have priority. The quay has been made level for buses and foot passengers and can easily be cordoned off securely. Pre-arrival arrangements are prepared well in advance in co-ordination with all the relevant

authorities so that passengers can be swiftly disembarked and directed to their transport for the day. Most passengers will normally board pre-assigned and numbered seven-seat safari buses. For total passenger reassurance, the KPA provides 24-hour surveillance of all cruise ships as well as full security measures such as sniffer dogs, police escorts, navy pilot escorts and divers. Mombasa could also be an ideal home port. As well as extensive port services, it has a large hotel capacity and an international airport close by. At its peak, the Port of Mombasa was receiving 40 cruise ship calls a year, bringing some 16,000 passengers, but recent concerns over piracy have reduced that number to only a handful in 2011. However, the KPA remains optimistic that Mombasa will be able to attract cruise ship calls in the future.

LAMU

MEGAPORT AT LAMU

ONE STEP CLOSER E

ast Africa is one of the worldâ&#x20AC;&#x2122;s fastest growing economic regions, but its future growth is limited by access to adequate port facilities on the Indian Ocean. With throughput at the Port of Mombasa growing by 10 per cent each year, an alternative transport corridor will be essential in a few years. The island of Lamu, in the north of Kenya, has been identified as the ideal location for this new ocean megaport. Currently, Lamu handles only the occasional cruise ship and some of the small merchant vessels that have plied the waters off East Africa for centuries. But it has a lot of potential. The site benefits from a wide access channel and natural deepwater facilities. Draft plans suggest it could eventually offer up to 10 km of quay with a draught alongside of 18.0 metres. The proposed project, which is expected to cost about US$ 3.5 billion, will form part of a new freight corridor between Lamu, Ethiopia and South Sudan known as LAPSET (Lamu Port, South Sudan, Ethiopia Transport Corridor).

Once completed, the new port is expected to have a total of 22 berths in an area of about 1,000 acres, although the first phase will be limited to the construction of three berths to handle containers and conventional cargo. Lamu will also be connected to Addis Ababa in Ethiopia and Juba in South Sudan by a standard gauge railway as part of a larger regional master plan to upgrade rail infrastructure across 11 countries in East Africa with some 15,000 km of new track.

PROJECTION Dry cargo throughput at Lamu is expected to be in the region of 23 million tonnes by 2030. The project is also expected to generate thousands of sustainable new jobs in the region and to create a new financial and political stability across the northern province. The birth of the new nation of South Sudan in 2011 provides a new impetus for the development of the megaport and freight corridor. The fledging nation will not only need huge volumes of imports for its infrastructure development, but will also be a focus for new oil exploration, which will need considerable imports of machinery and supplies. Development plans will be released during 2011 with work expected to start in 2012. The scale of the project is staggering in its size and ambition. The feasibility study, the Lamu Port Corridor consultancy, by Japan Ports Consultants, was the largest such study ever held in Kenya.

STUDY The feasibility study also addressed a 20-year master plan for the development of the

KENYA PORTS AUTHORITY HANDBOOK 2012-13

corridor and the port including detailed designs and tender documents for dredging and construction of the first three berths. Kenya’s Lamu Port Corridor proposal is part of the government’s Vision 2030 project and would be Kenya’s biggest-ever civil engineering project.

SCALE As well as the new megaport, the Lamu Port Corridor would encompass a pipeline to deliver oil from South Sudan to a refinery near Lamu; a tanker terminal to handle the oil shipments; over 1,700 km of highways and railways linking Lamu with South Sudan and Ethiopia; three

new airports; and tourist resorts in Lamu, Isiolo and at Lake Turkana. The scale is enormous. On a wider scale, there are plans to make Lamu the Indian Ocean hub for a continentwide road and rail link stretching some 4,000 km to Cameroon in West Africa. From its location in northern Kenya, at the eastern end of the northern corridor through Ethiopia, South Sudan and Central Africa, the Lamu port will serve a different market from Mombasa, although it is still expected to come under the auspices of the Kenya Ports Authority (KPA). The KPA has already opened a waterfront office in Lamu in 2009 in anticipation of work starting on the project.

DONGO KUNDU

LONG-TERM STRATEGY FOR DONGO KUNDU

raffic bottlenecks in Mombasa, and especially at the Likoni Ferry, could become a thing of the past following the government go-ahead to build a southern by-pass linking Mombasa with the south coast.

streets and will ease congestion on the Likoni Ferry, currently the only link between Mombasa and the south coast.

The proposed route, passing to the south of Moi International Airport and west of Port Reitz harbour, will also link the new container terminal, now under construction, with the Mombasa-Nairobi highway, thus avoiding congestion in the suburb of Kipevu, which traffic using the existing container terminal has to pass through.

The KES 4 billion highway, known as Dongo Kundu, has been a long time coming, but is set to provide the Port of Mombasa with far better access to markets in the south as well as considerably helping the south coast’s tourism potential. It is also badly needed by daily commuters who live on the south mainland and work on Mombasa island or on the northern mainland and have to rely on the Likoni Ferry.

The by-pass will also pave the way for the future development of the much heralded Dongo Kundu free zone and will connect the Likoni-Diani and Mombasa-Nairobi highways for the first time. This will remove a significant proportion of passenger and freight traffic from Mombasa’s

HIGHWAY

Currently, the Likoni Ferry has to handle a staggering 200,000 passengers and 3,500 vehicles a day; and although it has received new vessels in 2010, an alternative would be welcomed by all users, especially truck traffic and tourists.

ALTERNATIVE Three alternative routes for the by-pass were considered: one almost directly across the harbour; a second using both land and bridges; and a third almost entirely land-based, but much longer. The second option was finally chosen in a trade-off between the longer third option and the shorter first option that would limit further development and access to the upper reaches of the harbour. However, the option chosen will still need a significant bridge across Mwache Creek. When completed in 2013 the by-pass will be about 18 km long, from Miritini on the mainland to Ng’ombeni on the southern mainland.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

The highway will run 2 km west of Moi International Airport and will connect the Likoni- Diani and Mombasa-Nairobi highways.

is expected to be developed into a free trade zone and free port facilities through publicprivate partnership agreements.

The proposed route is also expected to enhance the growing cross-border trade with Tanzania. The border is just 129 km south of Mombasa.

FRONTAGE

FREE ZONE The highway will also provide the essential infrastructure to start work on the Mombasa free zone, similar to the one in Dubai, just across the Port Reitz harbour from the new container terminal. The Kenya Ports Authority (KPA) owns 3,000 acres of land in Dongo Kundu which

At present, the area is partially used by the Kenya Navy, but with several kilometres of deepwater frontage, it is ideal for a future port development. It is a key development target within the â&#x20AC;&#x2DC;Vision 2030â&#x20AC;&#x2122; document, a strategic blueprint for transforming the Kenyan economy. The project has already received fast track status from the Ministry of Transport and a number of major national projects have been earmarked for the area including a 300 MW coal-fired power station.

PORT AUTHORITY

MAKEOVER FOR PORT AUTHORITY T

he modernisation and expansion of the Port of Mombasa is being applied not only to its infrastructure but also to the way the Kenya Ports Authority (KPA) is organised.

In its strategic plan, the authority has highlighted some areas to be restructured:

In addition to the Port of Mombasa, the KPA is the authority for several minor ports including the soon-to-be-developed Lamu. Until now the KPA has provided the infrastructure, facilities and stevedoring for all port operations. But this is set to change.

• Concessioning of dockyard facilities and inland container depots

The Port of Mombasa is gradually being transformed into a landlord port in line with the government’s restructuring policy, as outlined in the Integrated National Transport Policy and the Economic Recovery Strategy for Wealth and Employment Creation (2003-2007) as well as other government policy documents.

• Bandari College to have autonomous status.

Several of the port’s facilities are already managed and operated by private sector partners and the hope is that more will follow suit in the years to come.

• Stevedoring services for dry, general and conventional cargo

• Privatisation of Mombasa Container Terminal • Restructuring of marine services • Rehabilitation and operation of cruise passenger terminal

RESTRUCTURING Since 2002 the KPA has been continually reviewed and restructured to meet the operational demands placed on the port. Over the years it has seen changes in its business processes. These include the embracing of information and communications technology (ICT) and the involvement of private sector partnerships. The organisation’s structure is regularly reviewed to reflect these changes and to keep it in line with the current business plan and strategy. Some of the main tasks of the review are: • To identify any bottlenecks that may hamper decision-making • To establish synergies with a view to enhancing the channels of communications • To improve efficient use of resources • To ensure that the authority’s pay structure is competitive • To ensure the KPA’s employee performance appraisal system is compatible with its objectives.

WORLD FOOD PROGRAMME

MOMBASA IS

VITAL LIFELINE FOR UN FOOD AID T

he Port of Mombasa remains one of the world’s busiest ports for handling aid cargoes for the World Food Programme (WFP) of the United Nations. Depending on the need within Kenya and the wider region, Mombasa handles between 350,000 and 700,000 tonnes of aid cargo each year. This consists mainly of bulk cereals as well as blended foods, pulses and vegetable oil. Bulk cereals can be discharged and bagged using conventional facilities alongside the berth or via the silo facilities of Grain Bulk Handlers Ltd.

CONTAINERISED A growing trend has been the arrival of new ‘smart’ foodstuffs such as high energy biscuits, plumpy’nut and other fortified food items that can be made available in the first stages of an emergency intervention. This, together with a shift away from conventional cargo, has led to a sharp rise in containerised cargo in the past few years, with an average annual increase of 10 per cent. A total of between 6,000 and 10,000 teu per year is handled. Single shipments can be more than 500 teu. The WFP aims for a minimum dwell time in the port. Cargo is moved quickly from the terminal thanks to close co-ordination with the shipping lines and Kenya Ports Authority. Incoming cargoes are predestined for elsewhere as much as possible. Ideally, the WFP will aim for direct transhipment, thus helping to reduce time spent in port, warehousing, handling and costs.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

From Mombasa, the WFP reaches deep into the heart of Africa with aid cargoes for Somalia, the eastern region of the Democratic Republic of the Congo (DRC), South Sudan, Uganda, Rwanda and Burundi as well as for rural and arid areas of Kenya, where an average of some 3 million people depend on food aid.

EMERGENCY RESPONSE The continuation of La Niña into 2011 heavily influenced both the failure of the short rains (October 2010 to January 2011) and the erratic and below-normal long rains (March to May 2011) in the eastern part of the Horn of Africa. Pastoralist incomes and short rain harvests in the pastoral and marginal agricultural livelihood zones of northern and eastern Kenya and Somalia have been badly hit, affecting household access to food. This, together with the continuing conflict in Somalia, affected millions of people, drawing on all available resources within the WFP to mount an appropriate response. The Port of Mombasa once again played a key role in WFP relief efforts by sea and overland, further augmented by air transport using Mombasa International Airport in the initial stages. In an effort to further reduce lead times for the delivery of life-saving supplies, the WFP has chosen the Mombasa corridor to establish a Forward Purchasing Facility, rolled out in the second half of 2011 with an anticipated first 94,000 tonnes of selected food items. The WFP has dedicated warehousing with a total capacity of 12,000 tonnes at BP1 shed, which it leases from the KPA. The WFP also

rents other dedicated space from private companies and from freight forwarders according to demand. All told, these facilities provide about 60,000 tonnes of dedicated capacity in and around the port area. In order to meet growing requirements, the WFP is seeking to control more of its own capacity both within the port and outside the port gates. The size of the WFP operation can be gauged from the fact that it has 72 dedicated staff in Mombasa, of whom about 35 are directly involved in the programmeâ&#x20AC;&#x2122;s warehousing operations. In the coming years, WFP will continue to further develop and consolidate its port activities with the aim of establishing a dedicated humanitarian logistics terminal to meet its own special needs.

QUALITY Notwithstanding the often difficult and challenging operational environment, the WFP strives to maintain high quality standards along its entire supply chain. This means a higher demand on performance by WFP private sector partners, continuous training of its own key personnel and conformity with the regulatory frameworks.

STEVEDORING The KPA provides the WFP with all its stevedoring services both for containers and conventional cargo. Bagging services are hired from the private sector. Containers are usually cleared inside the port area and, depending on the size of shipment, block stacking is requested to ensure swift movement from the terminal.

The WFP uses three modes of transport to get food aid from Mombasa to where it is most needed: rail (most preferred but least used), road and sea. The WFP has over 50 local transport companies proud to be working on its behalf. These operators serve delivery points as far away as the DRC. In terms of sea transport, the WFP primarily offers transhipment by chartered vessels to Somali ports, which can only be done with a naval escort.

OPERATIONS

PRIVATE COMPANIES

BENEFIT FROM BUSY PORT A

s in other African ports, the private sector has had a limited involvement in port operations in Kenya. However, the Privatisation Act of 2009 has made it easier for the private sector to participate; and, with the Kenya Ports Authority looking to become a landlord authority in the near future, there will be many opportunities. These changes will lead to further improvements in port operations and will reinforce the status of Mombasa as the most efficient and competitive transport hub in the region. As a landlord authority, the KPA will build and own the infrastructure while the private sector provides the superstructure and other port services. The concessionaire can also invest in other facilities in order to provide an efficient service.

PRIVATE SECTOR So far, eight privately operated container freight stations have been established at off-

port locations and various sheds have been leased to other companies and organisations including the World Food Programme. The KPA has also leased land to oil marketing companies for storage of petroleum products as well as allowing oil products to be transferred from vessels to onshore storage tanks. A few operators already lease land from the KPA or operate terminals on KPA land, accounting for a significant share of the portâ&#x20AC;&#x2122;s cargo throughput. Products handled include:

SODA The largest and longest established operator is Magadi Soda, which has been exporting soda ash through the Port of Mombasa since 1934. Soda ash is used to manufacture glass, detergents and industrial chemicals and is the largest export commodity by volume handled at the port. The terminal handled nearly 400,000 tonnes of soda ash in 2010. Shipments from Mombasa tend to be in handysize bulk carriers, but Magadi Soda is also the single largest exporter of loaded containers from the port. The soda ash is taken from surface deposits recovered in the Great Rift Valley area about 120 km south-west of Nairobi and conveyed to the port by train.

GRAIN The towering grain silo of Grain Bulk Handlers Ltd (GBHL) is a landmark in the Port of Mombasa, although it is located outside the port gates. A conveyor system takes grain from vessels to the companyâ&#x20AC;&#x2122;s silos and

KENYA PORTS AUTHORITY HANDBOOK 2012-13

processing facilities. GBHL can discharge vessels at rates of up to 900 kg per hour.

CEMENT The Bamburi Cement Company operates a dedicated facility at Mbaraki Wharf for loading bulk cement for export. The facility was purpose-built in 1968 by the then East African Railways and Harbours Corporation. Today, the Mombasa-based plant can produce up to 1.1 million tonnes per year. Bamburi Cement has a concession from KPA to manage its own operations and to carry out its own refurbishment.

LIQUID BULKS Mbaraki Bulk Terminal Ltd (MBTL) was established in 2005 when the MJ Group acquired all the assets of East African Molasses Company at Mbaraki Wharf. MBTL is a liquid bulk facility, equipped to handle diesel (automotive gas oil), edible oil (palm oil), heavy fuel oil, bitumen and kerosene (DPK). Its facilities consist of 33 tanks with a total storage capacity of 28,000 tonnes for diesel, DPK, edible oil and heavy fuel oil and an underground tank for fuel oil with a total capacity of 10,000 tonnes. The terminal also includes a rail and road loading station, a weighbridge for trucks of up to 80 tonnes and space to develop warehousing with up to a capacity of 120,0000 tonnes. The company has plans to expand in the near future, adding a further 31,000 tonnes of storage for heavy fuel oil, diesel and DPK while also building an edible oil refinery with its own

processing and packaging plant, a lubricant processing plant and separate blocks for the storage and refinery units. Gulf Stream Ltd also operates a bulk liquidstorage terminal within the port. The terminal can store around 26,000 tonnes of vegetable oils, oil derivatives and related chemicals in dedicated tanks. It is equipped with ship-toshore offloading pipelines as well as rail and road overhead loading gantries.

FLUORSPAR Kenya Fluorspar Company Ltd (KFC) is a largescale mining and metallurgical operation and one of Kenyaâ&#x20AC;&#x2122;s leading foreign exchange earners. In 2010 KFC exported 31,000 tonnes of fluorspar through the Port of Mombasa, down from a peak of more than 100,000 tonnes in 2008.

SOUTHERN ENGINEERING CO LTD

MULTIFACETED MARINE AND

LOGISTICS GROUP S

outhern Engineering Co Ltd (SECO), a member of the Alpha Group of companies, occupies a strategic location in the Port of Mombasa with its own private jetty facility that is under 24-hours customs supervision.

These services are provided to various organisations including those in the industrial, mining, construction, oil and gas exploration sectors, as well as to the United Nations. Other company activities include:

SECO specialises in shipbuilding, shiprepair, marine and offshore engineering, structural and civil engineering services. The company operates a 160 metre long private berth and an engineering/ship yard covering approximately 40,400 square metres with 4,000 square metres of covered workshop space.

• Offshore engineering works • Jetty and berth construction • Dredging and wreck removal operations in East Africa • Piling and geotechnical works

It has a fully equipped shipyard with two modern floating docks with a combined lifting capacity of 1,200 tonnes for vessels up to 60 metres LOA. SECO’s two floating docks are the largest of their kind in East Africa.

• Hydrographic and underwater surveys, hull cleaning and underwater welding

The core activity of SECO is shipbuilding including design, outfitting, conversions and jumboisation. The shipyard has its own range of workshops including modern fabrication, machine, carpentry and electrical workshops.

• Specialised marine and non-marine refrigeration work including repair and maintenance of reefer containers

As a part of the Alpha Group, SECO can also call on the services of other companies in the group involved in marine logistics, supply base services, offshore engineering, container/ reefer terminal services, cold chain management, shipping and road logistics.

ALPHA LOGISTICS SERVICES Alpha Logistics Services (ALSL) offers various services including, marine logistics, vessel charters, salvage, towage, civil engineering works, specialised supply base services and the provision of specialised container utility units across East Africa.

• Commercial diving • Rig moves

SOUTHERN SHIPPING SERVICES Southern Shipping Services Ltd (SSSL), located close to the Mombasa port, manages a cold chain management facility and a reefer and dry container terminal. The cold chain facility can accommodate up to 1,000 tonnes of cold storage for palletised frozen foods. SSSL provides repair and maintenance of reefer/dry containers and provides logistics services as well.

CORPORATE SOCIAL RESPONSIBILITY

LOCAL COMMUNITIES BENEFIT FROM PORT’S PROFITABILITY

ince 2001 the Kenya Ports Authority has donated one per cent of its profits each year to needy causes as part of its Corporate Social Responsibility (CSR) programme. In 2010 this amounted to some KES 30 million. Education is by far the largest benefactor, receiving about 65 per cent of the fund along with healthcare projects. The remaining 35 per cent is allocated to charities, disaster and relief funds, and financial assistance to needy causes. In 2010 the authority spent about KES 20 million on infrastructure projects such as new school buildings and essentials such as books and computers as well as healthcare clinics and dispensaries. In addition, a further KES 10 million was provided in financial aid to various causes. The KPA has recently been responsible for the building or expansion of about three schools a year, often transforming children’s educational prospects as they typically move from an outdoor makeshift classroom with no facilities or materials to a purpose-built room with books, writing materials and shelter.

Since the programme began, the KPA has assisted with the construction or expansion of over a dozen schools, offering both primary and secondary education, as well as building four dispensaries. For larger projects, the finance is phased over two years. Development is focused on the Coast region of Kenya – that is, those regions that depend directly on the maritime industry for their well-being.

FUNDING Needy causes are identified by the Public Relations and Managing Director’s office and amended or approved by the port’s Executive Committee, with the PR office overseeing the implementation and eventual handover of the facility of funding to the community. In fact, the community often benefits twice from the programme, as local contractors and companies are used wherever possible. Once completed, there is an official handover to the local community. Recent assistance included the provision of 300 refurbished computers for local schools, the opening of the Jilore and Mahoo high schools and a dispensary in Sangeroko.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

STATISTICS

CARGO FIGURES SHOW

ENCOURAGING UPWARD TREND I

n contrast with many other port operations in the region, and indeed worldwide, Kenya Ports Authority has continued to enjoy a steady increase in cargo throughput. Despite difficult economic and operational times, container throughput at Mombasa Port registered a growth rate of 12.5 per cent in 2011 against a global figure of 8.9 per cent. Total tonnage was up 3.5 per cent. In 2011 the port handled over 770,000 teu and registered a total cargo throughput of 19.6 million tonnes. Since 2006 overall throughput has grown by 24 per cent, while container traffic is 32 per cent higher. The largest increase has been in imported cargo, while exports have remained steady at about 2.5 million tonnes per year. Transhipment still accounts for less than one per cent of total throughout, standing at 158,000 tonnes in 2011. With a new container terminal on the way, however, transhipment

traffic is expected to climb dramatically over the coming decade.

TONNAGE In tonnage terms, petroleum, oil and lubricants account for about 35 per cent of all imports. Other major imports are clinker, wheat, iron and steel, plastics, fertilisers, paper products, rice and vehicles. On the export side, the largest commodity is tea, at 18 per cent, then soda ash, coffee and other food products. Transit cargo for neighbouring countries accounted for around 5 million tonnes out of all of the cargo imported via Mombasa in 2011. About 80 per cent of this transit traffic goes to Uganda and the rest mainly to South Sudan, Rwanda, Burundi, the Democratic Republic of the Congo, Tanzania and Somalia. Container throughput has been enhanced by improved port productivity, with dwell time down to 5.7 days and an average of 20 movements per crane per hour. While the number of ship calls has fallen to 1,579 â&#x20AC;&#x201C; down by nearly 300 compared with 2006 â&#x20AC;&#x201C; this has been offset by an increase in average vessel size.

ITC

ITC ROLL-OUT IMPROVES

PORT EFFICIENCY T

he roll-out of enhanced ICT technology is generating huge benefits for the Port of Mombasa in terms of productivity and efficiency. The positive impact of these changes can be seen both on the quayside and within the administrative departments of the Kenya Ports Authority. Around 80 per cent of port operations are now computerised in some way, with more to follow. The most important development was the installation of the Kilindini Waterfront Automated Terminal Operating System (KWATOS), which went live in July 2008. This has automated key port operational areas including container, conventional cargo and marine operations at the Port of Mombasa as well as operation of the Nairobi and Kisumu inland container depots. Not only did this software help reduce the average dwell time of containers from 11 to 5.8 days, but it also made an immediate impact on revenue, which increased by 30 per cent.

The port radically upgraded its ICT systems in 2010 with new high memory servers. The project created two disaster contingency recovery sites outside the port. KPA can now pride itself on having a sound ITC infrastructure providing 99.9 per cent availability.

E-PORT The focus now is on transforming the Port of Mombasa into a fully fledged e-port, with the principal project being the introduction of the national single electronic window system.

In 2002 KPA adopted a fully integrated Enterprise Resource Planning (ERP) system using the Systems Application Product (SAP) software. Fully web enabled, it includes modules that handle human resources management, financial planning and control, material management, plant maintenance, project systems management, payroll and travel management.

When fully implemented, this will provide all stakeholders with access to cargo data through a single interface. The project will operate a common platform right across Kenya, bringing together cargo owners, forwarders and government authorities such as the revenue service and Customs.

Also being computerised are employee records including salary and working hours management, using the SAP system. These are linked to employeesâ&#x20AC;&#x2122; medical records through on-port clinics run by the port authority.

The KPAâ&#x20AC;&#x2122;s efforts to automate and computerise all its systems have been welcomed by port users, port staff and other stakeholders. The benefits are enormous, helping to reduce costs and boost productivity.

PORT DETAILS

PORT DETAILS LAMU AIRPORT Lamu, 2 km (light aircraft only).

ACCOMMODATION Secure port with three anchorages for vessels of 91.43 metres LOA and 5.18 metres draught to enter the harbour at LWST. Spring tide rise is 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.

MOMBASA

Construction of the first berths of what is expected to become a new mega port for the Indian Ocean should start in 2012.

Includes Kilindini Harbour, Port Reitz, the Old Port and Port Tudor. The port is the main outlet for the landlocked East African countries of Uganda, Rwanda, Burundi and the Democratic Republic of Congo.

POSITION

ACCOMMODATION

Lat 2°18’S; long 40°55’E.

The port has two harbours: Kilindini Harbour on the south-west 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).

DEVELOPMENT

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

There is a total of 3,044 metres of deepwater quays with depths of 9.45 metres to 15.0 metres at LWOST. Berths are numbered from 1 to 18. Two berths for handling bulk/ bagged cement at Mbaraki with a total of 315 metres length and 10.5 metres depth. A depth of 10.97 metres may be achieved by placing additional Yokohama fenders. The North and South lighterage wharves, with a total length of 412 metres, are also available. Berth 9 is used for loading of soda ash by conveyor. Two tanker berths and one oil jetty.

KENYA PORTS AUTHORITY HANDBOOK 2012-13

AIRPORT

AUTHORITY

Moi International Airport, Mombasa, 6 km.

Kenya Ports Authority (KPA) PO Box 95009-80104, Mombasa Tel: +254 (0)41 231 3999 Fax: +254 (0)41 231 1867 Email: kpamd@kpa.co.ke Email: pr@kpa.co.ke Web: www.kpa.co.ke

APPROACH Entrance channel to Old Port has a minimum depth of 11.6 metres. Entrance from the sea to Kilindini Harbour is by an approach channel 7 nautical miles long, 300 metres wide, now being increased to minus 15 metres, on a transit of 301째 (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 SW of Ras Serani lighthouse.

ANCHORAGES 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 also available. Anchorage outside the port area is not recommended because of poor holding grounds and strong currents.

BUNKERS Available by barge.

CONTAINER AND RO-RO FACILITIES 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.

CRANES Quays and port areas are served by travelling cranes of 5 to 20 tonnes capacity, three electric portal cranes of 5 to 20 tonnes and 11 mobile cranes. Berths 16 to 18: equipment includes seven rail-mounted ship-to-shore gantry

PORT DETAILS

cranes – three (new) of 45 tonnes capacity and four (old) of 40 tonnes capacity. Two rail-mounted gantry cranes, 22 rubber tyred gantry cranes plus mobile yard cranes of 5 to 35 tonnes. Various mobile cranes and rail-mounted cranes from 5 to 25 tonnes operate in the port area.

and perishables. On other public holidays, restricted working may be carried out at overtime rates.

CRUISE TERMINAL

Compulsory for all vessels except pleasure boats and small fishing vessels. VHF Channels 16 and 12.

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

DEVELOPMENT Plans to build a free zone at Dongo Kundu; construction of a new 1.2 million teu container terminal now under way; Kipevu Oil Terminal to be relocated; road and rail infrastructure to be built and modernised; dredging programme will be completed in 2012.

FRESH WATER Fresh water is always available from shore hydrants at Berths 1 to 3. Average rate is 20 tonnes per hour. Fresh water available at anchorage and other berths by barge (max 300 tonnes per trip) and harbour tug ‘El-Lamy’ (max 150 tonnes per trip).

IMPORTS AND EXPORTS

Private and public hospitals in the town.

PILOTAGE

POSITION Lat 4°04’S; long 39°41’E.

PROVISIONS Fresh meat, fruit and vegetables available. ISSA members on hand.

RADIO Available 24 hours a day on VHF Channels 12 and 16.

SHIPREPAIR African Marine & General Engineering Co. One dry dock, length 180 metres, entrance width 24.75 metres, maximum water depth HWS 7.9 metres. Most types of repair work undertaken. Southern Engineering Co Ltd also has repair facilities.

Main imports: crude oil, fertilisers, salt, sugar, paper, iron and steel, motor vehicles, farm machinery, wheat, maize.

STACKING

Main exports: coffee, tea, soda ash, cement, canned fruit.

STORAGE

LARGEST VESSEL The port can accommodate vessels up to 13.25 metres draught and 259 metres LOA.

LOCAL HOLIDAYS Labour Day (1 June) and Christmas Day are normally the only holidays on which the port is closed, except for necessary pilotage of ships in and out of harbour and for dealing with mail, passengers, baggage, livestock

MEDICAL AID

KENYA PORTS AUTHORITY HANDBOOK 2012-13

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

Eight main quay transit sheds with a total floor

area of 62,890 square metres and three other transit sheds with 36,952 square metres of floor area.

and 57.8 tons bollard pull available.

TANKER TERMINALS

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

Kipevu Oil Terminal (KOT), at Port Reitz, can accommodate crude oil tankers up to 100,000 dwt and 259 metres LOA. Depth alongside is 13.41 metres at LOWST.

New 55 to 60 ton bollard pull tugs are multipurpose. A fourth tug, the ‘El-Lamy’, was refurbished and is also in service.

Shimanzi Oil Terminal (SOT) can accommodate vessels up to 35,000 dwt, 198.0 metres LOA and 9.75 metres draught. Slop tank facilities available.

TRAFFIC

Cased Oil Jetty between Berth 10 and Shimanzi Oil Terminal can accommodate vessels up to 73 metres LOA and 6.0 metres draught. Currently not in use.

WASTE RECEPTION

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

TOWAGE

The port handled a total of 19.6 million tonnes of cargo in 2011.

Ships’ agents appoint waste collectors licensed by the National Environment Management Authority (NEMA) and Kenya Ports Authority (KPA).

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

Compulsory. Tugs up to 4,626 hp (3,450 kw)