KPA defends Sh8.3bn road project in Port of Mombasa

The Kenya Ports Authority has defended the Sh8.3 billion Port of Mombasa infrastructure project, dismissing claims that it is an overpriced road project.

The KPA management has also insisted the development is a highly specialised transport interchange designed to improve cargo movement, safety and operational efficiency at the country's busiest seaport.

The project, which is now 50 per cent complete, forms part of KPA's long-term infrastructure modernisation programme aimed at supporting growing cargo volumes while improving connectivity between the port, Gates 18 and 20, Kipevu Road and the Northern Corridor.

On Wednesday, KPA managing director Captain William Ruto said the development was informed by recommendations contained in the 2018 TradeMark Africa Traffic Management Study, which identified the Back of Port Road corridor as a major congestion point requiring a grade-separated transport solution.

He said the project should not be viewed as an ordinary road construction programme, explaining that it involves complex civil, structural, geotechnical, electrical, drainage and security engineering works required for a modern port.

The MD revealed the project was procured through an international competitive tender in which contractors submitted bids ranging between Sh8.3 billion and Sh9.6 billion.

The contract was awarded to M/s Stecol Corporation and Miliki Development Company Joint Venture at Sh8.3 billion after emerging as the lowest evaluated responsive bidder.

"It is within the market price and I can even say it is cheaper. In terms of our consultant, it is even cheaper. We are getting value for money as KPA. The problem is only that we called it a road, instead of calling it a major infrastructure project that we are building in the port," Captain Ruto said.

The project is expected to be completed in March next year.

The development includes a 1.8-kilometre dual carriageway featuring 704 metres of elevated viaduct supported on bored pile foundations and reinforced concrete box girders.

The structure rises up to 15 metres above ground to facilitate uninterrupted movement of heavy port traffic while overcoming existing operational constraints.

Project consultant engineer Stephen Wasike explained the elevated structure was necessitated by the presence of critical infrastructure within the port.

"A viaduct is different from a bridge in the sense that, for a viaduct, you are putting up a bridge-like structure that spans a vast tract of land that may have developments below," he said.  

"There's a limit to how high or how close you should come to the pipeline because it's a live line carrying petroleum products, and that forced the project to go higher."

"We also had to pass over an existing KPA facility known as the One-Stop Centre, which houses numerous critical operations and could not be demolished. We therefore had to construct the viaduct above it." 

Beyond the viaduct, the project includes two major roundabouts, slip roads, ramps and associated traffic management infrastructure, creating an integrated grade-separated transport interchange that is expected to ease cargo evacuation and eliminate traffic conflicts.

Engineers have also undertaken significant earthworks, including the excavation of Kipevu Hill involving about 450,000 cubic metres of rock cutting and 150,000 cubic metres of engineered fill.

To protect strategic facilities near the site, the project includes the construction of a 265-metre Geosynthetic Mechanically Stabilised Earth (GMSE) retaining wall to stabilise the excavated slope and prevent failure near the Kenya Pipeline Company petroleum storage tank farms.

The infrastructure works have further required the relocation and protection of critical operational utilities serving the port.

These include the port's primary high-voltage power supply network, which is being rerouted through a purpose-built utility tunnel excavated within Kipevu Hill from the Gate 18 substation.

Water mains, fibre-optic communication networks, medium- and low-voltage electrical services, as well as the Integrated Security System (ISS), are also being relocated as part of the project.

In addition, contractors are constructing a major underground stormwater drainage tunnel stretching from the gantry workshop to the Kipevu outfall to safely channel runoff and protect both the new transport infrastructure and surrounding port facilities.

Instant analysis

KPA's detailed defence of the Sh8.3 billion Port of Mombasa infrastructure project appears aimed at countering growing public scrutiny over the project's cost. By highlighting the international competitive procurement process, specialised construction works, utility relocations and safety requirements, KPA seeks to justify the price tag and reinforce confidence in the project's value for money. The project is also strategically significant because improved cargo evacuation and reduced congestion could strengthen the Port of Mombasa's competitiveness as East Africa's primary gateway, supporting regional trade and long-term economic growth.