MOMBASA fish landing sites

More than 30 fish landing sites in Mombasa county have been grabbed, a report by the Haki Yetu Organisationindicates.The reportwas presented to the Mombasa Assembly Agriculture  Committee on Friday. In the report committee chairman and Mikindani MCA Duncan Onyango said they will name and shame the grabbers in

the assembly on Thursday.

He said landing sites have been grabbed by powerful people in and outside
the county. The report, despite being near the ocean, Mombasa only provides six per cent of the fish in the Kenyan market. It says the county has the potential to provide more than 50

per cent of the fish requirement. According to the report, there are 50 landing sites in the county, 14 of which are gazetted and the rest are awaiting formal recognition. “Sadly, none of the sites, gazetted or otherwise, has a title deed or any form of documentation,” reads the report in part. It says rogue land officials and employees of the defunct Mombasa Municipal Council took advantage of the vacuum and took illegal possession of the sites. The report titled ‘Nowhere To Land’ was prepared in February. 

Haki Yetuboss Fr Gabriel Dolan told the Star on Saturday, the county government needs to invest m ore in fishing.

“There is also no investment in fishing. We are encouraging them (county government) torepossess the grabbed sites,” he said. Haki Yetu programme coordinator Sebastian Menza said thewhole Coast region, with a coastline that stretches more than 800km, comes third, producing just more than 8,000 tonnes of fish annually. Lake Victoria leads in fish production with  more than 110,000 tonnes a year, while fish ponds, most of which are in Central Kenya produces 20,000 tonnes.

“Mariculture (sea fishing) is yet to be fully exploited, compared to freshwater aquaculture. Government-funded
Economic Stimulus Programme saw fresh water fish production grow by 10 per cent
between 2000 and 2010. Fish farming in the ocean was ignored,” Menza said.

There is only one cold storage in the county, which is in Old Town. The only fish  market in Mombasa is in Likoni.

Ref:- See more at: http://www.the-star.co.ke/news/30-mombasa-landing-sites-grabbed-haki#sthash.6kezer4d.dpuf

MOMBASA, KENYA: A Mombasa-based civil society organisation has called for the repossession of grabbed or blocked fish landing sites in Mombasa county.
In its latest report complied in February but released in Mombasa on Monday, Haki Yetu Organisation which is associated with the Bangladesh Catholic Church Parish in Mombasa, listed 51 fish landing sites which it says have been grabbed or are in danger of being acquired by the speculators.
The report indicates that 18 sites were grabbed by individuals and institutions while more than 30 sites have not been gazetted and hence exposed to grabbers.
The report urges the National Land Commission (NLC) and Mombasa county government to carry out a survey and ensure all landing sites are issued with title deeds in the name of registered Beach Management Units (BMUs). It also calls for immediate revocation of titles of the grabbed sites.
The report has been released by the Haki Yetu director and priest in charge of the Bangladesh parish Father Gabriel Dolan.
Father Dolan notes that the coast region annual catch stands only at five percent of the 174,000 metric tonnes of fish produced in the country because of neglect of the coastal fisheries and corruption.
"The report shows that at the heart of unproductivity is corruption. Fishermen have seen their landing sites disappear one by one to hotels, industries, churches, beach plots and foreigners," Father Dolan noted.
The report is titled "Nowhere to land: The case of grabbed, inaccessible and neglected fish landing sites in Mombasa county."
It says that at the Kibarani landing site, Kenya Railways plot number VMN/508 under a 99-year lease with effect from January 1 1966 has been subdivided and transferred to a private company for Sh30 million.
However the report notes that files for various landing sites are missing at the land offices.
Ref:http://www.standardmedia.co.ke/health/article/2000162789/report-51-fish-landing-sites-in-mombasa-grabbed

MV KWALE FERRY AGROUND

Hundreds of ferry passengers were stranded for hours as a ferry stalled in the Likoni channel.

It is believed that the MV Kwale which was headed to the Likoni mainland developed a mechanical problem midstream when it started drifting towards Florida area

The ferry, according to eyewitnesses, had stalled before it was 'pushed’ by raging waves off it course towards the deep sea.

Ms Ali said they tried to swim when the vessel was pushed by sea waves to the shallow waters at Mama Ngina Drive.

No other ferry could reach the stalled MV Kwale because of the shallow depth of the sea at the point it was grounded.

By 6.10pm most of the passengers had already left the vessel while only about 10 vehicles were left still in the ferry.

Panic gripped about 1,400 ferry passengers on board MV Kwale Saturday when the vessel was washed off its course by heavy currents at the Likoni crossing channel.

The ferry, according to eyewitnesses, had stalled before it was 'pushed’ by strong waves off it course towards the deep sea entrance to the port of Mombasa.

Two women, Ms Mwanakombo Ali, 22, and Rebecca Paul, 26, were rushed to hospital for medication after they dived and swam in the sea for fear of drowning.

Ms Ali said they tried to swim when the vessel was pushed by sea waves to the shallow waters at Mama Ngina Drive.

“We had to dive because it was a matter of life and death. We panicked for over three hours waiting in vain for rescue,” she said.

But contacted by phone, Kenya Ferry Services public relations officer Aaron Mutiso dismissed claims that the vessel had mechanical problems that caused it to be pushed by strong winds.

“The vessel was struck by strong sea waves that could not be controlled by the pilot. The waves pulled it towards the deep sea and docked in a cliff at Mama Ngina Drive where the passengers safely alighted,” he said.

According to him, no other ferry could reach the stalled MV Kwale because of the shallow depth of the sea at the point it was grounded.

SHALLOW WATERS

“We could not send a rescue ferry due to the shallow waters which could destroy the propellers of other vessels so the issue of passengers being rescued by MV Harambee does not arise,” he said.

The ill-fated vessel with capacity of 60 vehicles ran into trouble 10 minutes after leaving Mombasa Island to the mainland sparking panic among its passengers when it started drifting off course.

Another victim, Ms Caroline Anyango, 25, said the ferry started showing signs of mechanical problems before it started its trip to Likoni.

According to another eyewitness, the ferry started drifting at around 4.40pm.

“At around that time we heard screams from the ferry. The vessel was in the middle of the ocean and all we could see was the ferry rotating.

“It drifted and came to a halt after hitting the reef,” said Mr Philip Maingi, a photographer at Mama Ngina Drive.

He said the response to the crisis was so slow from both the ferry personnel and the security who did little in controlling the crowd.

Mr Maingi added that after 30 minutes, a second ferry came closer to MV Kwale where some people managed to move into it.

Speaking at the scene, Mombasa Deputy County Commissioner Salim Mahmoud, toldNation.co.ke that he got information and had to coordinate officers from the Kenya Ferry Services, the Navy and other officials to help secure the vessel.

“We only have two women who have been rushed to hospital and the others have successfully managed to disembark from the vessel,” Mr Mahmoud said.

By 6.10pm most of the passengers had already left the vessel while only about 10 vehicles were left still in the ferry.

LIKONI CHANNEL BRIDGE

"Tourism stakeholders in the country have welcomed the government's plan to construct a new bridge at the Likoni crossing channel. Kenya Association of Hotelkeepers and Caterers boss Mike Macharia yesterday said the move will open up the transport sector at the Coast. Prime Minister Raila Odinga on Monday said the government is looking to construct a new high bridge at the channel.

The bridge, the PM said, will be constructed in such a way that it will let big ships into the Mombasa port. “This will solve the many issues at the ferry,” said Raila. He added that the move will complement other plans of turning Mombasa into a special economic zone like Shanghai and Guangzhou in China. “I know of the Dongo Kundu bypass, but if the government is really serious about this issue, then it is good news for Mombasa and the Coast,” said Macharia.

Former Kenya Association of Tour Operators chairman Duncan Muriuki said the industry players have more faith in the government after it showed commitment in implementing most of its plans. “It is the best thing to happen in the tourism industry,” said Muriuki. Kenya Tour Drivers and Guides Association chairman Joseph Parpai said the bridge will fasten the linkage between the North and the South Coast thus redeeming the image of the Coast tourism sector.

Construction of the KES 25 billion bridge connecting Mombasa Island with the Kenyan South Coast will start in February next year.

The Government has announced construction of a bridge across Likoni Ferry channel to ease transport to South Coast. Principal Secretary, Infrastructure Development, Eng John Mosonik said to provide a more reliable link to South Coast, plans have commenced for the construction of the Likoni bridge to replace the ferry. The Likoni Ferry, serviced by the Kenya Ferry Services (KFS) has come under constant criticism over inefficiency particularly from tourism players who have had to grapple with long queues due to delays and ageing equipment. Eng Mosonik (pictured) said the government plans to develop a ring of roads and bypasses around Mombasa to decongest the city. He said designs are underway for the proposed Mombasa Northern Bypass linking Mazeras to the Mombasa—Malindi road in North Coast.

Other initiatives currently underway include a second Nyali Bridge under Public-Private Partnership arrangements. He added that the ministry is implementing one of the flagship projects under Vision 2030 – Mombasa Bypass project linking the West mainland to the proposed port at Dongo Kundu. “The project will play a pivotal role in development of untapped tourism potential in the South Coast,” he said. The Government received Sh25 billion loan from the Japan International Cooperation (JICA) for this project. The project will be implemented in three work packages. Severe traffic The first package is the —Miritini to Kipevu Link Road while the second package is the Mwache to Dongo Kundu, including construction of long –span bridges over the sea while package three involves the Dongo Kundu to Kibundani. He said tenders for work under package one have been evaluated and will soon be awarded with construction works expected to commence in early 2015, with a completion period of 30 months. “Packages two and three will be rolled out in 2015, and projected to be completed by 2018 and 2017, respectively,” he said. Eng Mosonik said through the support of the African Development Bank, the Department of Infrastructure has completed detailed designs and tender documentation for dualling the Changamwe roundabout – Jomvu- Miritini Highway in order to address the severe traffic congestion experienced on the highway. He said financing for the project is being sought. The PS said the design for upgrading and strengthening of the Malindi-Mombasa—Lungalunga road  is at advanced stages, and will be implemented as a regional project under sponsorship from the East African Community.

Already two key border post facilities to enhance trade between the Coastal region and Northern Tanzania have been completed. He said that already regionally, the Mwatate –Taveta road (90 km) is ongoing , Kaloleni –Kilifi road (30 km) is also ongoing while the Maji Ya Chumvi- Bachuma Gate, which is 55 km work has commenced. And after more than five decades, Lamu residents can breath easy following plans by the government to upgrade the Garsen-Nyongoro – Lamu road to bitumen standards under the Roads 10,000 programme. The project is at tendering stage and is expected to be complete in two years’ time

Courtesy of: standardmedia.co.ke

AIDS TO NAVIGATION IN LAKE VICTORIA

AIDS TO NAVIGATION INSTALLATION LAKE VICTORIA

Establishment of navigational aids.

Of obvious importance to the safety of shipping is the establishment of navigational aids such as light houses, lightships, buoys and radar beacons on the Lake. As regards the Seas, an obligation is laid down by the SOLAS Convention on states Parties to arrange for the 23establishment and maintenance of such aids to navigation as, in their opinion, the volume of traffic justifies and the degree of risk requires, and to arrange for information relating to these aids to be made available to all concerned13. Under sections 10(g) and 11(2)(e) of the Act, this obligation is the responsibility of the Lake Victoria Basin Commission and the Maritime administrative Units respectively of the partner states. However the Act is ambiguous in as far as it does not give a criteria and guidelines for the establishment of such aids. Further, it does not provide for mechanism through which this is to be achieved the source of funding as well as a time frame within which states should discharge this obligation. The questions as regards how, when and what happens in case the concerned Authorities do not discharge this obligation is left unanswered. There is a need for redress of this void if safety is to be improved upon in the region.

Moreover, according to the project documents of the Project on Enhancement of the Safety of Navigation on Lake Victoria which are available from the offices of the East African Commision Secretariat at Kisumu, it has come to light that in the past there were approximately 30 navigation aids in the form of visual marks with lights on Lake Victoria. Today there are virtually no aids to navigation on the lake as they have either disappeared or fallen into disuse due to poor maintenance or have been vandalized. The sailing directions, last revised in 1972 are still being used but are rather outdated. So are the available navigation charts of the lake which were last updated in 1956. In addition, nautical surveys were last created between 1900 -1906.

The duty and or obligation to improve safety on the lake is a two way responsibility. That is ship operators on one hand and the responsible contracting governments as well as concerned authorities on the other. It is the responsibility of the three governments of Kenya, Tanzania and Uganda to put in place navigational aids as well as make available updated navigational maps and charts to the Lake users. This is a necessity which cannot be postponed.

In the past years, there were approximately 30 lit and unlit Aids to Navigation but they have almost all disappeared. Today there are no “officially” sanctioned aids to marine navigation on Lake Victoria.

On 12th June 2014 Comarco were awarded the contract to plan, design, supply, install and commission new ATN at the following locations:

·                     Jinja Port – Uganda

·                     Kisumu Port – Kenya

·                     Musoma Port – Tanzania

·                     Mwanza North Port – Tanzania

·                     Mwanza South Port – Tanzania

·                     Kemondo Bay Port – Tanzania

·                     Bukoba Port – Tanzania

·                     Entebbe Port – Uganda

·                     Port Bell - Uganda

·                      

 

Lake Victoria

Located at 1.134m above the sea level, Lake Victoria, with a surface of 20,000 square nautical miles, is the second largest lake in the world. It should be considered as a sea from the point of view of the safety of navigation. The equator crosses it and the length of its coast is about 2.000 nautical miles. It is shared between the three Member States of the EAC: to the North-East, 6 % of the surface belongs to Kenya, to the North and to the West, 43 % belongs to Uganda, and all the Southern part (51 %) belongs to Tanzania.

It includes many islands of which approximately 200 are inhabited. There are numerous vessels plying the lake, cargo, vehicle, rail and passenger ferries. Nevertheless fishing constitutes a significant economic resource as it is estimated the some 2 million receive income directly or indirectly from fishing. It follows that the fishermen are possibly the major navigators on the lake and that often times take greatest risk as some fish from no greater vessel than a canoe.

Three very big urban areas border the Lake: Kisumu which is the third largest city of Kenya, Entebbe/Kampala, the capital of Uganda, and Mwanza which is the second largest city of Tanzania.

OSIL install two data buoys to monitor environmental concerns in Lake Victoria, Kenya 

OSIL recently completed the installation of two data buoys along Lake Victoria in Kenya to help manage the local environment monitoring various environmental concerns including hyacinth menace and contamination of the lake water.

In addition to monitoring atmospheric components of the lake, such as moisture, oxygen levels and temperature, the sensors on the data buoys will also measure wind direction and levels of potentially harmful chemicals in the lake. By better understanding the environment, one benefit is that fishermen will be provided with real-time information on wind patterns helping them to avoid being trapped by regions of floating hyacinth which is blown across the lake.

The 5m tall data buoys measuring 2.6m in diameter were designed and built to be robust and protected from the local wildlife to ensure the security of the data collected. This real-time data will be relayed to base stations at 15 to 30 minute intervals where the data will then be analysed and studied trending changes to the lakes environment.

Richard Williams, Managing Director of OSIL, said: “We are delighted to help support the Kenyan authorities. These innovative buoys are designed by our specialist team in the UK to capture invaluable data which will help preserve Lake Victoria for future generations”

Tanzania ports expansion

Construction of the USD 11 billion Bagamoyo megaport has been pushed forward by the government of Tanzania from January 2015 to the last trimester of 2014, following the successful negotiations with Chinese officials, Global Construction Review reports.

________________________________________
China Merchants Holdings International, the world largest independent port operators, are to develop the Bagamoyo port, starting with the quay, the container yards, the cargo terminals and all dredging work, which is expected to be completed by 2017.
The port’s facilities are then to be further developed over a period of 30 years, with the ultimate goal of 20 million container per year capacity. The plan is to turn the Bagamoyo port into the largest port on the east coast of Africa, allowing it to accommodate ships with a 10,000 TEU capacity. The zone is expected to be fully developed by 2024.
Apart from establishing firm arrangements on the Bagamoyo port project, Chinese officials have taken advantage of their visit to Tanzania to officially start works on a Chinese-financed, 150-acre logistics hub next to the busy port of Dar es Salaam.
Abdallah Kigoda, the Tanzanian minister for industry and trade, said that the Chinese side would provide USD 412.5 million for the project, located in the Kurasini area of Dar es Salaam.
According to the Yiwu-Africa International Investment Corporation, the Chinese partner in the project with the Tanzanian Export Processing Zones Authority, the new hub will have five zones: a commodity exhibition area, a warehouse, a technical training center, a support services area and an import-export processing zone.

Tanzania: Ministry mulls tuna fishing deep sea port
The [Tanzanian] government is planning to construct a fishery port, in a move aimed to manage, control and increase revenues collected from the fishery industry especially from tuna fishing industry in the country.
Currently tuna fishing is conducted by large fishing companies in the deep sea fishing zone where small scale fishermen cannot reach, even with surveillance by our patrol boats tracking them is often out of reach.
Dr Yohana Budeba, the Deputy Permanent Secretary in the Ministry of Livestock and Fisheries Development, told different stakeholders gathered in Bagamoyo, Coast Region that currently experts from the ministry are conducting a feasibility scan of the area on where such a port would be installed.
He said currently the government has set aside Sh300million to conduct feasibility studies along the coast and the findings will be used for further implementation.
Experts will come up with terms of reference of the study as to where the port will be put up and the actual cost of the project before tenders are advertised for bidding, he further noted.
“We have areas like Kilindi, Kilwa, Dar es Salaam, Tanga, Pangani, Somanga, Mtwara and Mafia that can be used as deep sea fishing port of call but experts will identify a place that will be favourable to put up such a facility on the basis of their findings,” he stated.
Detailing, he said the government will collect more revenues from anchor fees, by cadge charges from deep sea shipping vessels and from fueling ships anchored at the port while loading or offloading cargo.
He expressed concern that the government fails to obtain plenty of revenues that would be collected from deep sea fishing vessels, in which case such a facility would help curb tax evasion.
The government will also increase revenue collected via licenses issued to such vessels or their companies operating within our fishing zone, in like manner as other countries do.
Fatuma Sobo, assistant director at the Ministry, said the tuna fishing management strategy will help to supervise exploitation of economic zone marine resources, including tuna fishing.
Implementing the strategy will not remove marine surveillance needs but boost efforts to ensure that tuna fishing and its administrative control is properly conducted along the country’s territorial waters and exclusive economic zone.
“The aim of the government is to ensure that tuna fishing is controlled, developed and benefits the stakeholders and the entire country.
I kindly ask the small and medium scale fishermen to unite so as to have enough capital to compete with large scale fishermen who have actual control of deep sea fishing where tuna is available,” the director urged.
Marine resources including tuna fishing are controlled by large scale fishermen, making it helpful that the government puts up concerted efforts to ensure that small and medium scale fishermen enter into the industry, she said.
Stakeholders agreed in their two days discussion to work together to ensure that the strategy launched benefits both the government and the various stakeholders based on regulations and marine legislation, she added.
Source: Guardian on Sunday

ROBOT PATROLS FOR PORTS

Robot patrols for ports

AUV being put through its paces at the Port of LisbonImagine robots that patrol beneath port waters, able not just to notice and then identify security threats, but also able to keep tabs on water pollution, silting up of vulnerable areas and inspect the integrity of underwater assets.Sounds like sci-fi, but the first incarnation of these Autonomous Underwater Vessels (AUVs) has just been demonstrated at the ports of Lisbon and Piraeus. Lisbon’s first issue was closing the gap in the security on the waterfront.Daniel Roythorne of BMT Group explained to MJ: “Landside security measures can be relatively simple to deploy, but the waterfront remains an easier target.” The potential threats from both organised crime and terrorism are many and varied, however, as Mr Roythorne explains: “While the risk is difficult to quantify, underwater attacks have been carried out in Sri Lanka with evidence that Al Qaeda has also considered using this tactic.”These small, robust 1.8m torpedo-shaped AUVs connect with modems seated below the surface to link with the brains of the outfit onshore. Since the modems can be strung out on a chain across the port, handing over the data link from one to another, the AUVs can remain connected even when far from base, keeping up a harbour patrol day and night. As the AUVs can be controlled in three dimensions, being able to rise or submerge with the help of vertically aligned thrusters, the units can thread through the water below the hulls of smaller craft, ideally at about 10m depth – bigger ships have AIS signals to allow them to be avoided - scanning the area with sonar and/or cameras. If it finds an anomaly it will quietly head toward it to investigate. Mr Roythorne explained the AUV heads in to scan over the object of interest four or five times, a process that at present takes 20 to 30 seconds “but this is a figure we can improve on”. Further, the battery system is quiet, so there may be little to give the AUVs presence away, a useful ‘stealth’ characteristic.

What has made all this possible are the giant strides in computing power and programming: the software can differentiate between a diver and a dolphin at a distance of up to 100m, partly through movement patterns and certain kinds of consistency in the signals.Although the operatives on shore can direct the AUV for in-depth investigation it remains capable of autonomous work patterns: one very interesting development that is only a handful of years away is the ability to find a ‘plug’ on the seabed and head for it for an inductive recharge. For the moment, however, the robots are reliant on a change of batteries.It’s not just security that can be answered by this kind of AUV, other ports are interested in continuous environmental monitoring and a previous project developed robotic fish that could sniff out pollution. Another element could be the checking of the integrity of submerged structures, saving the need to bring in experts unless something shows up that requires more in-depth analysis.Further, as Mr Roythorne explained, some ports are plagued by shifting silt. “One port had a recent issue with a floating crane that kept grounding: it meant an expensive emergency dredge. If it had managed to be tipped off earlier as to what was happening below the surface the remedy wouldn’t have been so costly.”Which brings us to money: happily it’s not as expensive as some might imagine. In fact, this element has been kept down to the bedrock and is the reason for not simply reinventing the high pressure oil and gas support ROVs: a single, basic AUV may come in at about EUR30,000 while a whole system, with modem transmitters, deployment and a couple of AUVs thrown in should only set a port back EUR100,000. In fact much has been omitted to give a fundamentally affordable system: “For example, an off-the-shelf mechanical sonar has been used as it costs a fraction of a multibeam device,” he explains. “We did a lot of research just to source a readily available unit, the one we’ve used was just one of two that came in at around EUR7,000.” Even the signalling stations are based on established, off-the-shelf modem technology.Likewise there has been a careful carving out of the propulsive power. Mr Roythorne points out the AUV is made of a robust and lightweight fibreglass (a useful safety feature if it does actually come into contact with some other craft) and so at present the units are fitted with relatively low-power thrusters. This means while the AUVs can deal with calmer waters, this incarnation might have a harder time fighting against strong tidal flows.He explained it goes further than the budget, it is also about the overall power balance: “Yes, we can fit more powerful thrusters, but go too far and then the battery power becomes an issue. The fact is, it’s always going to be a compromise between power, operational time and payload.”Still, the AUVs have flexibility at heart, and from this foundation the AUVs could be tailored to fit a many kinds of operation: a port interested in very detailed mapping might want to raise this capability, or if it wants to inspect structures, it may consider a higher spec camera. Underpinning this the software architecture has been kept as open and generic as possible to allow a change of sensors, cameras or other devices, so while not quite ‘plug and play’, the AUVs are fundamentally flexible enough to answer a number of needs – both present and future.By Stevie Knight

 — at Port of Lisbon, Portugal

likoni channel ferry and track accident

Likoni Ferry Accident

-Tuesday, January 29, 2013 - The driver of the truck that rammed into ferry users in Likoni on Saturday has denied charges pressed against him. The deadly accident saw 11 people die and left scores of others in critical conditions.

Appearing before Mombasa Senior Resident Magistrate Irene Ruguru, Mr. Ali Abdullahi denied the allegations of causing death through dangerous driving saying that he lost control of the lorry.

Abdullahi is still in police custody until the mentioning of the case on February 21^st.

Eleven people are dead and several others are injured after a lorry crashed into passengers waiting to board the likoni ferry early this morning. The driver of the lorry is said to have lost control of the truck as it approached the ferry entrance. Earlier on our reporter ferdinand omondi spoke to eye witnesses and the immediate former area mp hassan joho this is what they had to say.

-More than ten others sustained serious injuries and were rushed to various hospitals in Mombasa.

Coast Provincial Police boss Aggrey Adoli confirmed the accident saying police suspect the driver lost control of the lorry after its brakes failed and rammed into the passengers in the 7am incident.

Confirming the incident, the Kenya Ferry Managing Director Hassan Musa Hassan feared that the number of deaths might increase due to the nature of injuries sustained by some of the victims.

Commuters at the scene claimed that the driver of the truck had not been signaled to get onto the ferry.

Transport Assistant Minister Hassan Joho said that his ministry will liaise with the Kenya Ferry Services to cater for the expenses for those injured.

The injured were rushed to Coast General Hospital, Likoni District Hospital and Msambweni District Hospital.

-A truck headed for South Sudan killed four people at the Likoni crossing on Saturday morning. The lorry

was carrying perfumes and cosmetics in 3,000 cartons worth of millions of shillings in a 40 feet container.

The truck was from from Tanzania, where it had loaded the goods, shipped from Dubai. The driver lost control and rammed into MV Likoni ferry killing three people on spot. The fourth person died while receiving treatment.

Three women were crushed to death by the container, while an 8-year-old boy succumbed to injuries at the Aga Khan Hospital. Scores of people were also injured.

Kenya Ferry Service management said 31 people were injured. Eight of them were rushed to Aga Khan Hospital. Ten to Coast Provincial General Hospital. Eight to Likoni District Hospital. Two to Navy Hospital, two to Savannah Hospital and one to Nyali Children’s Hospital.

Questions are now being raised as to how the lorry was allowed to pass through the Lunga Lunga border. The border post has recently become notorious for smuggling of goods right under nose of the security officers manning it.

KRA regional coordinator and communication officer Fatuma Yusuf admitted that Lunga border is porous. “We have a porous border. We are trying our best to keep it under our close watch. We call on wananchi to give us information on the movement of goods at the border," said Fatuma.

The driver of the ill-fated truck, 28-year-old Mohamed Bishar Ali, a Kenyan of Somali origin, may face murder charges. He was rescued by police, as rowdy commuters bayed for his blood. His other two colleagues escaped.

Coast traffic police boss Joshua Omukuta said the lorry's brakes failed as it waited in the queue. It knocked down commuters who were getting into the ferry.

“Our report show that the accident was caused because of careless driving," said Omukata. "We are have arrested the driver and will charge.”

KFS MD Hassan Musa said that they are looking into the accident and when the casualties are recognized the Insurance Company will compensate all those injured and the bereaved..

“We have insurance cover and we want to assure all that we have sent our representatives in all hospitals to confirm the reports and they will be compensated for the losses,” he said.

The truck had to be plunged into the water to ease traffic and avoid a stampede. Several politicians including Jubilee presidential candidate Uhuru Kenyatta ,William Ruto ,Chirau Mwakwere ,Ali Hassan Joho and Suleiman Shahbal are among those who consoled the injured. They sent their condolences to the bereaved families.

Speaking at Coast Provincial General Hospital, Uhuru called the for speedy completion of proposed Sh28.9 billion Dongo Kundu bypass project from Mombasa to the South Coast.

“It’s unfortunate that we continue to lose lives at Likoni channel. The project should be stepped-up to ease congestions at the busy channel,” said Uhuru.

He said the channel needs a bridge. Joho announced stringent laws to foster safety at the ferry but urged commuters should be careful at the channel when crossing.

“Be warned that we shall put in place strict rules to curb the same accidents happening in this place, people should be extra careful when at the ferry and observe the rules set.” he warned.

Ref: Source: Standard Digital/Google

http://www.standardmedia.co.ke/ktn/video/watch/2000063320/News-Likoni-ferry-tragedy

http://www.citizennews.co.ke/news/2012/local/item/7476-4-dead-scores-injured-in-likoni-ferry-accident

https://www.youtube.com/watch?v=xWA7uVs3eGg