Ten newly acquired Rubber-Tyred Gantry (RTG) cranes have been received at the Port of Mombasa. They are awaiting commissioning as part of efforts to boost efficiency amid the recent unprecedented growth in cargo volumes.
The cranes form part of the Kenya Ports Authority’s (KPA) ongoing modernization programme, which also includes the recent addition of terminal tractors, all aimed at boosting cargo handling efficiency and overall port performance.
This continuous investment in equipment and infrastructure has steadily enhanced operational efficiency. In 2024, the Port of Mombasa recorded its highest-ever throughput of 40.99 million metric tonnes, with container traffic surpassing the two million Twenty-Foot Equivalent Units (TEUs) mark for the first time.
To avert a looming operational bottleneck, KPA and the Kenya Revenue Authority (KRA) have unveiled a bold reform package centred on diverting transshipment cargo to Lamu Port. Starting next month, French shipping giant CMA CGM will move all its transshipment traffic from Mombasa to Lamu—a historic shift designed to relieve pressure on Mombasa’s overstretched facilities.
The move will be accompanied by a clean-up exercise in Mombasa, targeting overstayed containers that clog yard space. Some of the worst offenders will be evacuated or destroyed, with KPA publishing a detailed list of affected containers and giving a 14-day notice—a step hailed by industry players as an unusual but welcome show of transparency.
“Ports thrive on velocity,” said KPA Managing Director Captain William Ruto. “If containers stay too long, the system clogs. That’s why we’re pairing Mombasa’s clean-up with Lamu’s scale-up.”
Lamu Port is being equipped with upgraded yard management systems and streamlined customs procedures to ensure smooth processing of transshipment cargo. The strategy is to position Lamu as a specialised hub for transit containers while allowing Mombasa to focus on direct imports and exports.
Stakeholders have cautiously welcomed the shift. Kenya Ships Agents Association CEO, Mr. Elijah Mbaru, praised the decision but urged KPA to offer incentives such as reduced cargo and shipping-related charges, alongside investments in warehousing, roads, and rail links to fully unlock Lamu’s potential. FEAFFA Acting Executive Director Elias Baluku described the plan as a “turning point” that could finally cement Lamu’s place in Kenya’s maritime strategy.
The urgency is clear. By July 2025, Mombasa had already handled over one million containers, reaching 92% of its annual design capacity well before year-end. In 2024 alone, throughput jumped by 14.1% to 41.1 million tonnes. Experts warn that without decisive interventions, congestion could trigger costly delays and higher logistics expenses across the region.
While Mombasa is expanding through Phase III of the Second Container Terminal, which will add 500,000 TEUs in capacity, officials stress that equipment upgrades alone will not suffice. Yard discipline, operational efficiency, and strategic cargo flow management are equally vital.
Lamu’s new role, therefore, represents more than a stopgap measure—it is part of a long-term recalibration of Kenya’s port ecosystem. Commissioned in 2021 under the Lamu Port-South Sudan-Ethiopia Transport (LAPSSET) Corridor, the port has struggled with low utilisation due to security concerns and weak hinterland connectivity. However, CMA CGM’s decision to shift operations signals growing confidence in Lamu’s potential.
Kenya’s repositioning comes amid heightened regional competition, with Tanzania’s Dar es Salaam Port expanding under World Bank and private sector investment, and Ethiopia deepening ties with Somaliland’s Berbera Port. Analysts warn that failing to operationalise Lamu as a complementary hub risk leaving Kenya over-reliant on Mombasa in a fiercely contested maritime space.
Despite political resistance to Public-Private Partnership (PPP) models proposed for port operations, the government remains committed to implementing the Lamu strategy. If successful, it could restore Mombasa’s breathing space and elevate Lamu into a strategic transshipment hub. Failure, however, would risk leaving both ports underperforming in a rapidly evolving regional trade environment.
This article was published by Githua Kihara, an editorial consultant for FEAFFA’s Freight Logistics Magazine. For any inquiries, please contact us via email at editorial@feaffa.com or freightlogistics@feaffa.com, or reach out to Andrew Onionga directly at onionga@feaffa.com or oningaam@gmail.com / +254733780240.
