Maritime experts have dismissed recent calls to place the Kenya Maritime Authority (KMA) under the Kenya Ports Authority (KPA), describing the suggestions as misguided and uninformed. This debate surfaced after residents of Likoni expressed their dissatisfaction with KMA’s impact on their community and proposed its integration into KPA, similar to the restructuring of Kenya Ferry Services.
Likoni residents have voiced their frustration, accusing KMA of failing to improve their livelihoods and criticizing the high salaries of parastatal heads while ordinary citizens struggle. They praised President William Ruto for ordering the closure of 47 state corporations, many of which are seen as inefficient and wasteful, and argued that KMA should be one of them.
“One of them is Kenya Maritime Authority. I believe Kenya Maritime Authority should be a department under Kenya Ports Authority,” stated Michael Magak, a Likoni resident, reflecting the local sentiment.
However, maritime experts argue that such a move would be impractical and against international maritime regulations. Betty Makena, an inspector with the International Transport Workers Federation, emphasized that KMA’s existence is mandated by global laws under the International Maritime Organization (IMO). The IMO, a UN agency, sets regulations for international shipping, including safety, security, and environmental standards.
“IMO states that every country with a water body must have a regulator. In our case, the regulator is the KMA. KPA is an operator. A regulator cannot be under an operator,” Makena explained, highlighting the distinct roles of KMA and KPA. KMA is responsible for regulating all ships entering Mombasa and Lamu ports, while KPA manages port operations.
KMA Chair Hamisi Mwaguya reinforced this distinction, noting that the separation of regulatory and operational functions is a standard international practice. Mwaguya outlined KMA’s broader responsibilities, which extend beyond port regulation to include seafaring, ferries, boats, shipbuilding training, and maritime education.
“KMA’s role also goes beyond ports, seafaring, ferries, and boats. It is also about shipbuilding training, colleges, among other things,” Mwaguya said. He highlighted several of KMA’s achievements, such as reducing the Standards of Training, Certification, and Watchkeeping (STCW) fees from Sh35,000 to Sh15,000. STCW certification is essential for seafarers, and this reduction has significantly benefited the maritime community.
Mwaguya also pointed out KMA’s efforts in providing free training for coxswains and recognizing prior learning, initiatives that have saved the Coast region’s residents approximately Sh480 million. Over 5,000 boat and vessel operators in the region have benefited from KMA’s training programs, which cover essential maritime requirements like safety.
“Training as a coxswain costs about Sh96,000. We have coxswains who have been doing it for over 30 years but lack that certificate. But they have been taken through training workshops and seminars on the aspects of maritime requirements like safety free of charge,” Mwaguya elaborated. He added that KMA plans to extend these training programs to other parts of the country, including Lake Victoria and Lake Turkana.
While acknowledging that some of KMA’s achievements may go unnoticed, Mwaguya urged the public to recognize the authority’s contributions beyond the political spotlight. He emphasized that KMA’s mandate is crucial for maintaining international maritime standards and ensuring the safety and security of Kenya’s waterways.
In conclusion, maritime experts assert that placing KMA under KPA would undermine the regulatory framework established by the IMO and disrupt the balance between regulatory and operational functions. The calls for KMA’s integration into KPA reflect a misunderstanding of the distinct roles these organizations play. Instead of restructuring, the focus should be on enhancing KMA’s capacity to fulfill its mandate and continue its valuable contributions to Kenya’s maritime sector.
