The Dongo Kundu Bypass: Kenya’s Most Expensive Road and the End of an 87-Year Ferry Dependency

When the Dongo Kundu bypass opened to the public in August 2024, it marked more than just the completion of another highway. It represented the end of an 87-year dependency on ferry services, a triumph over geography that cost Kenya's taxpayers Sh2.7 billion per kilometer—making it the most expensive road ever built in the country's history.

From Vision to Reality: An Eight-Year Journey

The Dongo Kundu bypass, also known as the Mombasa Southern Bypass Highway, was first designed in 2015 as part of Kenya's ambitious Vision 2030 development project. Construction began in July 2016 under the China Civil Engineering Construction Corporation (CCECC), but it took eight years of complex engineering, financial negotiations, and environmental challenges before motorists could finally drive across what would become East Africa's longest bridge over water.

The 17.5-kilometer dual carriageway connects Miritini on the mainland west to Kibundani (Ng'ombeni) on the south coast, creating a direct route that completely bypasses Mombasa Island and, crucially, the congested Likoni Ferry crossing.

The Numbers Behind Kenya's Infrastructure Marvel

The Cost Breakdown

The total project cost stands at approximately Sh45 billion, broken down across three phases:

Phase 1 (Completed 2018): Sh11 billion

Connected Mombasa Port, Moi International Airport, and the Mwache area
Developed 10.1 kilometers of dual carriageway between Miritini and Kipevu
Included a 1.3-kilometer road connecting Moi International Airport to the bypass
Cost: Sh1.15 billion per kilometer

Phase 2 (Completed 2024): Sh24 billion

The 9-kilometer Mwache-Tsunza-Mteza section
Features the crown jewel: the 1,440-meter Mteza Bridge
Cost: A staggering Sh2.7 billion per kilometer—making it Kenya's most expensive road

Phase 3 (Completed circa 2019): Sh4 billion

The 7-kilometer Mteza-Kibundani road
Serves the Dongo Kundu Special Economic Zone
Cost: Sh571.4 million per kilometer
Includes a sightseeing bay and replanting of 88 hectares of mangroves

Additional costs included over Sh2 billion in compensation to approximately 1,500 affected homesteads.

Why So Expensive?

The astronomical cost per kilometer, particularly for Phase 2, stems from several engineering challenges unique to Mombasa:

Maritime Construction: Two major sea bridges spanning 2.1 kilometers over open ocean water and swamps required specialized marine engineering and materials.
Difficult Terrain: Building roads in Mombasa's coastal environment requires heavy reinforcement due to the corrosive saltwater environment, unstable soil conditions, and marine conditions.
Environmental Considerations: The project had to navigate ecologically sensitive areas, requiring mangrove replanting and careful environmental impact management.
Complex Infrastructure: The bypass includes clover-leaf interchanges at Miritini and Kipevu, multiple viaducts, and integration with existing transport infrastructure.

To put this in perspective, the Nairobi Southern Bypass cost Sh659.3 million per kilometer, while the James Gichuru Junction-Rironi Road cost Sh629.5 million per kilometer. Even Nairobi's proposed Western Bypass, at Sh965.9 million per kilometer, pales in comparison to Dongo Kundu's Phase 2 costs.

The Engineering Feat: Three Bridges That Changed Everything

The bypass features three major bridges that represent some of the most impressive infrastructure achievements in East Africa:

1. The Mteza Bridge: 1,440 Meters

This is the centerpiece of the entire project and now holds the record as the longest over-water bridge in Kenya and the East African region. At 1,440 meters, it is seven times longer than the iconic Nyali Bridge. The Mteza Bridge crosses the Mteza Creek, providing a dramatic and scenic passage for motorists.

2. The Mwache Bridge: 660 Meters

Spanning the Mwache Creek, this bridge connects the bypass from the Mwache interchange, running southward for four kilometers through challenging terrain.

3. The Tsunza Viaduct: 690 Meters

This elevated structure carries the highway through the Tsunza peninsula, demonstrating sophisticated engineering to minimize environmental impact while maintaining structural integrity.

Together, these three structures represent not just technical achievement but a fundamental reimagining of coastal connectivity.

The Likoni Ferry Problem: 87 Years of Congestion

To understand the significance of the Dongo Kundu bypass, one must first understand the problem it solves: the Likoni Ferry crossing.

A Historical Bottleneck

The Likoni Ferry began operations in 1937, providing the only link between Mombasa Island and the South Coast for nearly nine decades. By 2024, the crossing was serving over 300,000 people and 6,000 vehicles daily using seven ferries: MV Jambo, MV Safari, MV Likoni, MV Kwale, MV Nyayo, MV Kilindini, and MV Harambee.

What should have been a simple 500-meter crossing had become a notorious chokepoint characterized by:

Chronic delays: Motorists regularly spent 2-5 hours waiting in queues, especially during peak hours
Mechanical breakdowns: Frequent ferry failures caused massive congestion
Safety concerns: The crossing had a dark history of accidents

The Tragic History

The ferry's safety record cast a long shadow over its operations:

April 29, 1994: The MV Mtongwe ferry capsized just 40 meters from port, killing 272 of the 400 people on board—Kenya's worst maritime disaster. The ferry's capacity was officially 300, highlighting severe overloading.

September 29, 2019: Perhaps the most publicized recent tragedy occurred when Mariam Kighenda, 35, and her four-year-old daughter Amanda Mutheu drowned after their Toyota Isis slid off MV Harambee and plunged into the Indian Ocean. An inquest revealed that the ferry's prow was faulty and couldn't be lifted properly—a defect that management had been aware of but failed to address due to funding constraints. The bodies were recovered 13 days later from a depth of 58 meters in a complex multi-agency operation that gripped the nation.

Ongoing incidents: Throughout its history, the crossing saw numerous vehicles plunge into the ocean, including trucks, station wagons, and lorries, with varying levels of casualties.

In 2010, three ferries (Harambee, Nyayo, and Kilindini) were deregistered from Lloyd's Register for being unseaworthy. By 2018, the United States Department of State was cautioning travelers against using the ferry due to safety concerns.

The ferry wasn't just inconvenient—it was dangerous. And it was killing Kenya's tourism and economic potential at the coast.

The Transformation: What the Bypass Changed

Travel Time Revolution

The impact of the Dongo Kundu bypass on travel times has been dramatic:

Before the bypass:

Miritini SGR station to Diani Beach: 2.5+ hours (including ferry wait times)
During peak traffic at Likoni: Up to 5 hours
Airport to South Coast: 1.5-2 hours minimum

After the bypass:

Miritini to Diani: 45 minutes
Mombasa CBD to Diani: Under 1 hour
The bypass cuts 30 minutes from SGR station to Mombasa CBD alone

For tourism operators, this has been transformative. Victor Shitakha, chairman of the Kenya Coast Tourist Association, reported hotel occupancy rates of up to 90% in December 2024—a surge directly attributed to improved accessibility.

David Ndirangu, a businessman and former chef operating in the South Coast, observed an unprecedented increase in guest arrivals. "We have seen a surge in guest arrivals into hotels, holiday homes, apartments and even Airbnbs in the South Coast this particular season, all as a result of the Dongo Kundu bypass," he confirmed.

Economic Opening

The bypass has unlocked Kwale County's economic potential:

Real Estate Boom: Direct access without ferry dependency has spurred housing ventures and property development in areas previously considered too remote.
Agricultural Access: Farmers can now transport produce to Mombasa markets without the uncertainty of ferry delays, reducing spoilage and improving profitability.
Business Confidence: Investors who had avoided the South Coast due to accessibility issues are now establishing operations.
Tourism Accessibility: The expanded Ukunda Airstrip in Diani can now work in tandem with the bypass to bring tourists directly to beach resorts without the Mombasa bottleneck.

The Funding Model: Japan's Role

The bypass was funded through concessional loans from the Japanese government under exceptionally favorable terms:

Interest rate: 1.2% annually
Repayment period: 30 years
Grace period: Expired in 2024

The Japan International Cooperation Agency (JICA) played a crucial role not just in financing but in technical support and master planning, particularly for the adjacent Dongo Kundu Special Economic Zone.

By February 2025, President William Ruto acknowledged Japan's contribution, noting that "with an investment that includes Sh37 billion concessional loan and a Sh6 billion grant, Japan's support has been instrumental in developing critical infrastructure at the Mombasa Special Economic Zone."

The Tolling Controversy: Will You Have to Pay?

Even as motorists celebrated the opening of the bypass, Kenya National Highways Authority (KeNHA) dropped a bombshell: the road may become Kenya's second toll road after the Nairobi Expressway.

The Tolling Plan

In August 2024, KeNHA Deputy Director of Communications Samwel Kumba announced: "A tolling policy is being developed and will soon be subjected to public participation for input. Once approved, this policy will guide consideration of such a project as Dongo Kundu bypass for tolling."

By September 2025, the Public Private Partnership (PPP) Directorate of the National Treasury approved a feasibility study for tolling the bypass. This signals serious intent to convert it to a pay-for-use highway.

Projected Costs

While exact charges haven't been determined, projections based on similar proposals suggest:

Small saloon cars (Class 3): Sh20-30 per kilometer
Full route charge: Sh350-525 for the complete 17.5-kilometer journey
Distance-based formula: Similar to the Nairobi Expressway, adjusted for vehicle class and periodically reviewed against USD exchange rates and Consumer Price Index

The government's rationale is twofold:

Repay the Sh32.12 billion JICA loan
Generate revenue for road maintenance and future infrastructure projects

Public Reaction

The tolling proposal has generated mixed reactions. While some accept it as necessary for infrastructure maintenance, others question paying for a road already funded through taxpayer money and loans. The memory of Kenya's previous tolling experiment—introduced in the late 1980s and scrapped less than a decade later amid corruption scandals—looms large.

Other roads earmarked for potential tolling include the Nairobi-Mau Summit Road, Nairobi Southern Bypass, Thika Superhighway, and the Kenol-Sagana-Marua Road.

The Dongo Kundu Special Economic Zone: The Bigger Picture

The bypass isn't just a road—it's the arterial connection to one of Kenya's most ambitious economic projects: the Dongo Kundu Special Economic Zone (SEZ).

The Vision

Developed on approximately 3,000 acres of land adjacent to Mombasa Port in Likoni Sub County, the Dongo Kundu SEZ represents a transformative economic initiative with a master plan created by JICA. Initially overseen by the Special Economic Zones Authority (SEZA), the project was transferred to Kenya Ports Authority (KPA) in August 2024 by Executive Order.

The SEZ is strategically positioned with access to:

Mombasa Port (Kenya's largest seaport)
The Dongo Kundu bypass
Standard Gauge Railway (SGR) terminus at Miritini
Moi International Airport
Direct highway connections to Nairobi and Tanzania

Investment and Development

The total investment in the SEZ is massive and growing:

Initial estimates: Sh30-39 billion Current projections: Sh65 billion+ across multiple phases

In February 2025, President Ruto announced that the African Export-Import Bank (Afreximbank) would provide Sh30 billion for the first tranche of development. The broader agreement between KPA, SEZA, and Afreximbank totals Sh128.5 billion for both Dongo Kundu and Naivasha SEZs combined.

Development is divided into critical infrastructure packages:

Package 1 (Sh42 billion): Construction of berth, container and vehicle yards, navigation channels, and security infrastructure

Package 2 (Sh3.4 billion): Procurement of cargo handling equipment

Package 3 (Sh7.538 billion): Development of port access roads

Power Transmission (Sh7 billion): 220KV power line from Mariakani to Dongo Kundu

Existing Investments

The zone has already attracted significant investment:

Taifa Gas Company (Tanzania): Sh20.8 billion LPG facility with 30,000-tonne capacity—a game-changer for Kenya's cooking gas industry
East African Tea Traders Association: Has broken ground for operations
97 applications: KPA has received applications for land allocation covering close to 7,000 acres
Afreximbank: Secured 500 acres for an integrated industrial park

Targeted Industries

The SEZ master plan zones areas for:

Agro-processing industries
Oil and gas, petrochemical industries
Green energy and renewables
Blue economy and water desalination
Heavy metal and steel
Cotton, textile, and apparel
Pharmaceuticals
Automobile industry
Transport and freight logistics
Warehousing and cargo services
Business support services
Tourism and MICE (Meetings, Incentives, Conferences, Exhibitions)

Job Creation Potential

Government projections estimate:

40,000 direct jobs at Dongo Kundu SEZ
Thousands more in construction and ancillary services
Economic multiplier effects throughout the coastal region

President Ruto has emphasized that the SEZ is expected to launch before the end of 2025, positioning Kenya as a regional export powerhouse under the Africa Continental Free Trade Area (AfCFTA) framework.

Current Status and What's Next

As of February 2026, the Dongo Kundu bypass is:

98% complete and fully operational for public use
Awaiting official commissioning ceremony
Currently toll-free (while tolling policy undergoes feasibility study and public participation)
Open to all vehicle classes including tourist vans, buses, and heavy trucks

Final finishing work continues on:

Road marking completion
Installation of guard rails
Information road signs
Street lighting optimization

The road handover to the government has been completed, with KeNHA Deputy Director Samuel Ogege confirming: "Though the bypass is in use, an official ceremonial opening will follow to celebrate this landmark project."

The Broader Implications

For Kenya's Infrastructure Strategy

The Dongo Kundu bypass represents a template for future mega-projects:

Successes to replicate:

Concessional foreign financing at favorable terms
Integration with broader economic zones
Multi-phase implementation allowing for staged benefits
Environmental considerations (mangrove replanting, ecological sensitivity)

Challenges to address:

High per-kilometer costs that raised public scrutiny
Extended timelines (8 years from start to completion)
Compensation complexities affecting 1,500+ homesteads
Transparency concerns around construction costs

For Regional Connectivity

The bypass strengthens Kenya's position as East Africa's logistics hub by:

Enhancing the Northern Corridor: The route serves Uganda, Rwanda, Burundi, DRC, South Sudan, Somalia, southern Ethiopia, and northern Tanzania
Facilitating trade with Tanzania: Direct access to the Malindi-Bagamoyo Highway improves cross-border commerce
Decongesting Mombasa Port: Trucks can now bypass the city entirely, reducing port dwell times and improving logistics efficiency
Supporting the 24-hour economy initiative: Seamless movement enables round-the-clock business operations

For Tourism Development

The psychological barrier of the Likoni Ferry no longer exists. International tourists, business travelers, and domestic visitors can now:

Reach Diani and South Coast resorts without anxiety about ferry delays
Make day trips that were previously impractical
Access multiple beach destinations in a single visit
Connect seamlessly between Moi International Airport and beach hotels

This has already translated to measurable tourism growth, with hotel occupancy rates hitting 90% in peak season 2024—numbers that operators attribute directly to the bypass.

Lessons from the Most Expensive Road

What Worked

Strategic vision: Connecting the bypass to a Special Economic Zone created a compelling economic narrative beyond just traffic decongestion
Favorable financing: JICA's 1.2% interest rate over 30 years made the project financially sustainable despite high costs
Phased implementation: Completing Phase 1 in 2018 allowed some benefits to accrue while later phases continued
Multi-modal integration: Linking the bypass to SGR, airport, and port created a comprehensive transport ecosystem

What Raised Questions

Cost transparency: At Sh2.7 billion per kilometer for Phase 2, the project sparked legitimate questions about value for money
Comparison with global benchmarks: US highway construction costs roughly $4-11 million per mile (approximately Sh300-800 million per kilometer even accounting for higher labor costs), raising questions about why Kenyan costs are higher
Contractor selection: The role of Chinese construction firms and whether competitive bidding produced optimal pricing remains debated
Delayed completion: Eight years from groundbreaking to opening is lengthy for a 17.5-kilometer road, even accounting for maritime construction challenges

The Value Proposition

Despite the high cost, most analysts and users agree the bypass delivers value through:

Time savings: Converting 2.5-5 hours to 45 minutes creates massive economic efficiency
Safety improvements: Eliminating dependence on aging, unsafe ferries saves lives
Economic unlocking: Opening Kwale County and South Coast to development
Tourism growth: Making Diani competitive with international beach destinations
Industrial platform: Enabling the Dongo Kundu SEZ with proper logistics infrastructure

The true test will be whether the SEZ delivers the promised 40,000 jobs and industrial transformation. If it does, the bypass will be remembered as expensive but essential infrastructure. If not, it risks becoming a cautionary tale of overambitious spending.

The Road Ahead: Future Developments

Infrastructure Integration

The government has announced complementary projects:

Mombasa Gateway Bridge: An Sh85 billion bridge project that will further enhance connectivity, though details remain limited

Port Expansion: Sh41 billion allocated to expand Mombasa Port, increasing its capacity to handle traffic routed through the bypass

Affordable Housing: Sh24 billion set aside for housing, fresh produce markets, and student hostels in Mombasa County

City Roads: Sh4.7 billion allocated for Mombasa City road construction to integrate with the bypass network

SEZ Launch Timeline

President Ruto has committed to launching the Dongo Kundu SEZ before the end of 2025, with critical milestones including:

Completion of the multi-purpose berth (Sh55.4 billion)
Full operationalization of Taifa Gas LPG facility
Attraction of anchor tenants in manufacturing sectors
Development of free port and industrial park infrastructure

Policy Developments

The tolling policy feasibility study will determine whether motorists pay to use what they've already funded through taxes and loans. This decision will set precedent for Kenya's infrastructure financing model moving forward.

Public participation in the tolling policy discussions is expected throughout 2026, with implementation possible by 2027 if approved.

Conclusion: A Road Worth the Wait?

The Dongo Kundu bypass stands as Kenya's most expensive road ever built—a title that carries both pride and scrutiny. At Sh2.7 billion per kilometer for its central section, it represents either visionary infrastructure investment or questionable spending, depending on one's perspective.

What's undeniable is the transformation it has delivered:

? 87 years of ferry dependency ended ? Travel time reduced by 70-80% ? Tourism occupancy rates hit 90% ? South Coast economic activity surging ? Lives saved by eliminating dangerous ferry crossing ? Platform created for Sh128.5 billion SEZ development ? Regional logistics efficiency improved

For the matatu driver who no longer spends three hours at Likoni Ferry, the road is priceless. For the tourist who can now reach Diani from the airport in under an hour, it's a game-changer. For the investor setting up a factory in the SEZ, it's the infrastructure backbone that makes the investment viable.

For the Kenyan taxpayer footing the bill for decades to come, the question remains: was Sh2.7 billion per kilometer necessary, or could better procurement and management have delivered the same road for less?

The bypass is now built. The journey it enables has begun. Whether it becomes a monument to necessary investment or a cautionary tale about infrastructure costs will depend on what comes next—particularly whether the Dongo Kundu SEZ delivers the economic transformation and job creation that justified building Kenya's most expensive road.

One thing is certain: Mombasa and the South Coast will never be the same again.

Have you used the Dongo Kundu bypass? What has been your experience compared to the old Likoni Ferry route? Share your observations and help fellow motorists make informed travel decisions.