Counting economic cost of 'overlooked' coastal ports

Has a focus on the Port of Mombasa led to the neglect of the potential of its smaller coastal ports?

Maritime analysts say the answer is, regrettably, yes, and the evidence is all over the place.

The experts state that, over time, there has been an overconcentration on aligning developments at the largest seaport, Mombasa, although the new Port of Lamu has recently received attention.

“Mombasa’s strategic importance is beyond question. Yet this singular focus has come at a quiet cost that has witnessed the neglect of smaller coastal ports such as Mtwapa Creek, Kilifi, and Malindi,” former secretary general of the Seafarers Union of Kenya (SUK) Andrew Mwangura told Shipping and Logistics.

He adds that in an era of rapidly evolving maritime economies and intensifying regional competition, overlooking these secondary nodes is no longer sustainable. 

‘’The overconcentration of activity at Mombasa has bred structural inefficiencies that ripple across the economy,’’ Mwangura pointed out.

A port user, Edgar Atsiaya, explained that congestion, cargo clearance delays, urban infrastructure strain, and environmental degradation are now familiar ailments. 

“While recent expansions have boosted capacity, the underlying vulnerability remains. It is a case of putting too many eggs in one basket,’’ Atsiaya said.

Mwangura said diversifying port infrastructure by investing in smaller facilities would ease this burden, creating a more resilient maritime system capable of absorbing shocks and adapting to shifting trade dynamics.

But the case for smaller ports extends beyond decongestion. 

It speaks to inclusive economic growth. Coastal counties like Kilifi have long been overshadowed by Mombasa’s dominance, despite possessing natural harbours, historical trading links, and proximity to emerging economic zones.

“Revitalising ports in Mtwapa, Kilifi, and Malindi would stimulate local economies, create jobs, and anchor new industries—from fisheries and tourism to small-scale shipping and marine services,” Mwangura explained.

For instance, Malindi, a town steeped in maritime history, was once a key node on ancient Indian Ocean trade routes. Today, its port infrastructure remains modest, serving mainly artisanal fishing and tourism.

But with targeted investment—dredging, quay construction, cold storage, and navigational aids—Malindi could evolve into a regional fisheries and marine logistics hub, supporting offshore activities, attracting cruise tourism, and handling niche cargo. 

The same potential lies dormant in Kilifi and Mtwapa, whose sheltered waters offer natural advantages still largely untapped. However, global lessons abound. 

“In the Global North, the Netherlands offers a compelling model. While Rotterdam is Europe’s largest port, the country also nurtures smaller ports like Eemshaven and Vlissingen, which specialise in offshore energy, data centres, and chemical logistics. This networked approach reduces pressure on Rotterdam and enhances national resilience,” Mwangura said.

Similarly, in the Global South, India’s non-major ports—such as Mundra and Pipavav—have transformed maritime logistics. 

Though not Mumbai or Chennai, these ports handle over 40 per cent of India’s cargo by complementing major hubs, attracting private investment, and serving regional industrial corridors. 

“Kenya can emulate this: smaller ports need not compete with Mombasa but complement it,” emphasised Mwangura.

Critics, he said, may warn that developing multiple ports risks fragmenting resources and creating underutilised assets. That concern is valid but short-sighted. The goal is not to replicate Mombasa’s scale everywhere, but to build a complementary network with distinct roles—smaller ports handling specific cargo types, supporting coastal shipping, and serving localised markets.

Such a decentralised model aligns with global trends, in which maritime systems function as networks rather than single dominant hubs. It also enhances national security by reducing vulnerability to disruptions at any one location.

Edward Odipo, a businessman with interests in imports and exports, adds that the rise of regional competitors underscores the urgency. 

‘The ports of Berbera and Dar es Salaam are expanding aggressively, while new facilities such as Lamu aim to redefine Kenya’s maritime landscape. Relying solely on Mombasa in this competitive environment is a strategic risk. A diversified port system would enhance Kenya’s attractiveness as a logistics hub, offering shippers greater choice and flexibility,’ Odipo stated.

Mwangura is quick to add that equally important is the role smaller ports can play in promoting coastal shipping—a sector underdeveloped in Kenya despite its immense potential. 

“Short-sea shipping between coastal towns could reduce road transport reliance, lower logistics costs, and ease highway pressure. Imagine goods moving seamlessly from Mombasa to Kilifi, Malindi, and beyond by sea, supported by efficient feeder services. This would improve connectivity while cutting carbon emissions from long-haul trucking,’’ he suggested.

He reiterated that developing smaller ports also aligns with Kenya’s blue economy agenda. 

“By investing in maritime infrastructure beyond Mombasa, the government can unlock opportunities in aquaculture, marine biotechnology, and offshore energy—sectors that require well-equipped coastal facilities. Port development thus becomes a catalyst for broader coastal transformation,’’ he stated.

Realising this vision demands careful planning, robust governance, and sustained investment. Public-private partnerships can bring capital and expertise while sharing risks. Local communities must be involved to ensure inclusive development. 

Environmental safeguards are paramount, especially in ecologically sensitive areas like scenic Mtwapa Creek. 

Institutional coordination between the Kenya Ports Authority, Kenya Maritime Authority, and county governments is equally critical—to align policies, streamline approvals, and overcome bureaucratic inertia.

‘We must also rethink how success is measured. Judging ports solely by cargo volumes and revenue misses the full value of smaller ports: their ability to drive regional development, enhance connectivity, and support diverse economic activities. A holistic approach is needed—one that recognises the strategic and socio-economic benefits of a distributed port network,’’ Mwangura said.

Ultimately, the question is not whether Kenya can afford to develop its smaller ports, but whether it can afford not to.

The costs of inaction—continued congestion, missed opportunities, and diminished competitiveness—far outweigh the investments required. 

“By unlocking the potential of Mtwapa, Kilifi, Malindi, and other coastal nodes, Kenya can build a maritime system that is more efficient, inclusive, and resilient,’’ he said.

Mwangura concludes that the future of Kenya’s maritime sector will not be defined by a single port, however large or modern. 

He said it will be shaped by a network of interconnected hubs, each playing its part in a dynamic ecosystem. In that vision, smaller ports are not peripheral—they are essential. The time to act is now.