According to WPB, Kenya's road construction sector is facing mounting pressure from bitumen shortages and sharply rising procurement costs, with the government warning that material supply disruptions could delay additional infrastructure projects. In late October 2026, the country's Roads and Transport Ministry reported that bitumen prices had more than doubled over the previous six months, while the planned opening of the Rironi–Naivasha highway section was postponed from October 30 to December.
During an inspection of the Rironi–Mau Summit highway project, the transport minister stated that bitumen prices had increased from approximately 90 Kenyan shillings per kilogram six months earlier to as much as 220 shillings per kilogram. Based on those figures, the increase would amount to approximately 144%. However, some media reports quoted a current price of 200 shillings per kilogram, equivalent to an increase of around 122%. The reported figures have not been independently verified against comparable supplier quotations or official market assessments.
The minister attributed the price increase and supply difficulties to geopolitical tensions affecting international petroleum trade, particularly disruptions associated with the Strait of Hormuz. He indicated that obtaining sufficient quantities of bitumen had become increasingly difficult and expensive, affecting the pace of road construction. In a subsequent statement, the ministry confirmed that bitumen availability had been a challenge over the preceding two months and had contributed to unexpected delays.
The supply difficulties have become particularly visible in the Rironi–Naivasha highway expansion, part of the wider Rironi–Mau Summit road corridor. In September, the government had announced that the Rironi–Naivasha section would be completed and opened to traffic by October 30. However, inspections conducted near the end of the month found construction continuing, with some sections still awaiting asphalt surfacing and other works unfinished. The government has since revised the planned opening to December 2026.
The project remains active, and construction crews have continued working on the corridor. Recent progress has included the laying of the first Dense Bituminous Macadam (DBM) layer at Lari. Nevertheless, the missed deadline has raised questions about the combined impact of material shortages, construction progress, and project scheduling. A Kenyan motorists' association has challenged the government's explanation, arguing that unfinished groundwork and pavement preparation must also be considered when assessing the delays.
The highway is an important transport connection between Nairobi, the Rift Valley, and western Kenya. It also supports regional road traffic serving neighboring East African markets. The expansion is intended to reduce congestion, improve road safety, and increase transport capacity. Delays in completing the upgraded section therefore affect not only local motorists but also commercial transportation along a major regional corridor.
Kenya's vulnerability to bitumen supply disruptions is closely linked to its reliance on imported petroleum bitumen. According to World Bank WITS trade data, the country imported approximately 61,774 metric tons of petroleum bitumen in 2025, compared with 39,850 tons in 2024. The increase indicates that demand for imported supplies had expanded significantly before the latest disruption.
Iran was Kenya's largest recorded supplier in 2025, providing approximately 31,971 metric tons, or nearly 52% of total imports. The United Arab Emirates supplied about 16,990 tons, followed by China with 6,540 tons and Kuwait with 5,985 tons. These figures demonstrate the importance of overseas supply, particularly shipments originating in the Middle East, to Kenya's road construction market.
However, the historical trade figures do not establish how much Kenya's bitumen imports declined during October 2026 or whether individual shipments were delayed by specific maritime disruptions. The minister's explanation identifies a potential connection between geopolitical developments, import availability, and domestic prices, but the precise contribution of freight costs, supplier pricing, shipment delays, and other procurement factors remains unquantified.
To address the rising costs, the Kenyan government is considering consolidating bitumen purchases and importing larger volumes using bigger vessels. Combining orders could potentially reduce transportation costs per metric ton and improve purchasing efficiency, particularly where fragmented procurement requires smaller shipments. The commercial benefits would nevertheless depend on shipment volumes, vessel availability, port-handling arrangements, storage capacity, and delivery schedules.
For road contractors, higher bitumen procurement costs can create difficulties when projects are being executed under previously agreed contract prices. If the cost of the binder increases substantially after contracts have been awarded, contractors may face higher working-capital requirements or pressure to renegotiate procurement and construction terms. The ministry has indicated that rising bitumen costs could require a review of road tender prices, although no comprehensive adjustment mechanism has been confirmed.
The situation illustrates a broader challenge for import-dependent road construction markets. Even where infrastructure spending and project demand remain substantial, interruptions in material availability can slow the actual consumption of bitumen. Contractors may be unable to maintain planned paving schedules when sufficient quantities cannot be obtained at commercially workable prices.
At the same time, the delay on the Rironi–Naivasha section cannot be attributed exclusively to bitumen shortages. Construction activities such as earthworks, drainage, pavement preparation, and interchange development must also be completed before particular sections can be opened. The available evidence therefore supports the conclusion that bitumen supply problems are among the reported contributing factors, rather than the sole verified explanation for the postponed opening.
Looking ahead, Kenya's bitumen market will depend on the availability and cost of replacement cargoes, the government's procurement arrangements, and the ability of contractors to secure materials for ongoing roadworks. The planned December opening of the Rironi–Naivasha section will provide an important indicator of construction progress, although it should not be confused with completion of the entire Rironi–Mau Summit corridor.
The latest developments underscore the growing importance of reliable import logistics and procurement planning for Kenya's road construction industry. Whether the reported price escalation proves temporary or persists into the coming months will depend on international supply conditions, freight economics, and the availability of competitively priced bitumen for domestic projects.
By WPB
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