Players in maritime sector have urged the government to fully implement a presidential directive limiting operations at the Mombasa port to only key cargo-related agencies.
Stakeholders have warned that the return of multiple state entities at the port is reversing efficiency gains by slowing cargo clearance and threatening to clog operations along the Mombasa-Malaba highway.
In 2020, the government suspended nine agencies from directly handling cargo at the port, a move credited with reducing bureaucracy, cutting handling costs, and improving efficiency. However, in recent months, additional entities have resumed on-site operations, joining key agencies such as the Kenya Revenue Authority (KRA), Kenya Bureau of Standards (Kebs), and Port Health, which already have a direct mandate on cargo.
“We understand that every agency has been asked to generate its own revenues, but some services do not warrant charges or returning at the port. The government should fund such agencies through taxes. If we allow government agencies to return to the port entries, we shall return to where we were a decade ago where more than 30 agencies were operating at the port,” said Mr Agayo Ogambi, chief executive officer of the Shippers Council of Eastern Africa.
Mr Ogambi emphasised that additional clearance layers would lead to inefficiencies.
“Return of these agencies means you have to clear with all of them before cargo is released, which will ultimately add to cost and inefficiency,” he said.
He was spoke at the evaluation and validation of the Mombasa Port and Northern Corridor Community Charter (MPNCCC) 10-year report last Friday.
The sharter, signed by 53 stakeholders from public, private, and regional bodies, aims to streamline port and corridor operations, reduce cargo transit times, and enhance trade facilitation across East Africa.
The report calls for a review of the charter’s structure, key performance indicators, and signatories, in a bid to keep the initiative relevant.
According to Mr Ogambi, who is also the MPNCCC chairman, charter members have already agreed on the importance of revising the document. Encouragingly, some government agencies have begun aligning their internal performance contracts with the Charter’s KPIs.
Despite its achievements over the past decade, the Charter has faced persistent implementation hurdles, including inconsistent stakeholder participation, delays in target execution, and a lack of harmonised policies and legislation.
“Some stakeholders, both public and private, have slowed down on key implementations which could affect efficiency. The Charter needs to address the challenges related to increased traffic and processing times at border points,” the report noted.
Participants at the workshop also acknowledged that several performance indicators remain unmet. Among them is the need to handle over 3,500 Twenty-foot Equivalent Units (TEUs) within 48 hours and to rail cargo within the same timeframe after offloading, a target still beyond reach.
The report further highlighted persistent challenges in cargo clearance, including long dwell times at Container Freight Stations (CFSs) and delays in transit between Mombasa and key border points like Malaba and Busia. Despite recent improvements in infrastructure and technology, average transit times remain above the 72-hour benchmark.
