The featured image shows a horse-drawn/mule-drawn tram in Zanzibar before the turn of the 20th century. [1]
Zanzibar hosted two early rail systems, with a mule-drawn tramway operating from 1879 to 1888 between Stone Town and Chukwani, which later used a steam locomotive. A second, more notable 7-mile line known as the Bububu Railway ran from 1905 to 1930, connecting Stone Town to Bububu, featuring passenger service and, briefly, electric street lighting. [4]
The First Line (1879–1888): Built by Sultan Barghash bin Said, this, one of the first, tracks in sub-Saharan Africa. The 2ft-gauge line ran from the Sultan’s palace at Stone Town [2] to Chukwani. Initially the two coaches were hauled by mules but in 1881 the Sultan ordered an 0-4-0T locomotive from the English locomotive builders Bagnall, this was named ‘Sultanee’. The railway saw service until the Sultan died in 1888 when the track and locomotive were scrapped. [4][11]
The Bububu Railway – a.k.a. the Zanzibar Railroad Co. (1905–1930) – In 1905, the American company Arnold Cheyney built a seven-mile, 3ft-gauge line from Zanzibar Town to the village of Bububu. It originated near the Arab Fort in Zanzibar Town, ran along the seafront, passed through the city’s narrow streets, and traveled north along the coast to Bububu. It was notorious for its ability to set fire to property and the surrounding countryside, but it ran for 25 years until it closed in 1930. Within the town, the railway operated on some of the narrowest streets. [4][5]
In the 1920s, the trains ran 6 or 7 times daily. The train was popular among the locals, but a special first class coach was available for the benefit of sightseeing tourists. [4]
During the railway construction the Americans undertook the task of installing electrical power lines along the track. Wherever the rails were placed, metal poles were installed and power lines strung overhead. By 1906, Stone Town had electric street lights. In 1911, the railway was sold to the government, and by 1922 the passenger service ceased. As roads improved and motor vehicles on the island increased, its popularity diminished. [4]
With the improvement works to the port, the railway was used for the haulage of stone which was used to build the port and reclaim the seafront. Today much of the old track bed has been built on however some of the railway’s bridges and embankments remain close to the main road to Bububu. [4]
I have struggled to identify the route of the old railway despite a number of websites/blogs suggesting that remnants of the railway can be seen from the main road to Bububu. The most significant structures may perhaps now be in use by the road or replaced by newer structures carrying the road. I have been unable to locate the structure below, which appears to be seen from the highway:
PastRailwayEmpires identifies this structure as one constructed for the Bububu Railway. The photograph was taken in 2013. Perhaps someone else will be able to identify its location. [12]
Stone Town (also known as Mji Mkongwe (Swahili for ‘old town’), is the old part of Zanzibar City. The newer portion of the city is known as Ng’ambo, Swahili for ‘the other side’. Stone Town is located on the western coast of Unguja, the main island of the Zanzibar Archipelago. Former capital of the Zanzibar Sultanate, and flourishing centre of the spice trade as well as the Indian Ocean slave trade in the 19th century, it retained its importance as the main city of Zanzibar during the period of the British protectorate. When Tanganyika and Zanzibar joined each other to form the United Republic of Tanzania, Zanzibar kept a semi-autonomous status, with Stone Town as its local government seat. [3]
I spent 3 weeks in Uganda in February 2026. This short article picks up on local news reports about developments relating to railways in East Africa early in 2026. …. This article follows on from one published early in December 2025 which can be found here. [3]
The featured image above shows one of the Standard Gauge Railway (SGR) locomotives and its passenger train on the existing network in Kenya. [13]
Uganda
EOI – Uganda – Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC – Railway Rehabilitation Support Project
On 16th February 2026, the African Development Bank Group reported [1] that, the Government of Uganda had received financing from the African Development Fund (ADF) towards the cost of the EAC-Railway Rehabilitation Support Project (Refurbishment of Kampala-Malaba MGR), and intends to apply part of the agreed amount for this Grant to payments under the contract for Consultancy Services for the Development/Preparation of the Railway Transport Master Plan for the Uganda Railwaiys Corporation.
The overall objective of the assignment is for the Consultant to formulate a comprehensive railway transport master plan for the railway subsector in Uganda, including an international/multimodal transport strategy for Uganda 2026-2040.
Government Pushes to Secure 13 trillion UgX loan for Eastern SGR Line
NilePost reported on 19th February 2026 [2] that Uganda is fast-tracking final financing for the Malaba–Kampala Standard Gauge Railway, with talks underway with the Islamic Development Bank to unlock 13 trillion UgX. The project promises faster, cheaper cargo transport and stronger regional trade links!
High Level Discussions with the Islamic Development Bank
High-level discussions with the Islamic Development Bank (IsDB) are seen as a critical step toward ‘financial closure’, which would trigger full-scale construction of the 273-kilometre Eastern Route.
The Minister of State for Works and Transport, Musa Ecweru, hosted an IsDB Appraisal Mission led by Dr. Issahaq Umar Iddrisu, Regional Hub Manager.
Discussions focused on integrating the SGR into a broader 3.9 trillion UgX ($800 million) Country Engagement Framework being finalised by IsDB with Uganda for 2025–2027.
‘This railway is transformative for Uganda and the wider region… time is of the essence; we should close financing early and proceed without delay’, Ecweru told the delegation.
The SGR is a strategic effort to replace Uganda’s century-old Metre Gauge Railway (MGR). Between 2015 and 2023, Uganda partnered with China Harbour Engineering Company (CHEC), but Chinese lenders withdrew due to concerns over connectivity with Kenya’s SGR.
In October 2024, Uganda signed an Engineering, Procurement, and Construction (EPC) contract with Turkish firm Yapı Merkezi, drawing on the company’s experience with Tanzania’s SGR.
Subsequently, Uganda sought diversified financing from European export credit agencies and Islamic finance institutions, including IsDB, to fill the multibillion-euro funding gap.
The railway is designed for electric traction, supporting speeds of up to 120 km/h for passengers and 100 km/h for freight. It will carry up to 25 million tonnes of cargo annually, with 40% of the contract value reserved for Ugandan firms.
Currently, transporting a 40-foot container from Mombasa to Kampala costs about 14.6 million UgX ($3,500) by road. Once operational, the SGR is expected to reduce this to 6.3 million UgX ($1,500) while cutting transit times from several days to under 24 hours. Each train will be able to carry 216 containers—the equivalent of 200 trucks—significantly lowering road maintenance costs and carbon emissions.
Over 60 percent of the railway’s right-of-way has been acquired, with nearly 150 kilometres of land secured across Tororo, Butaleja, Namutumba, Luuka, Iganga, Mayuge, Jinja, and Buikwe districts.
Current efforts focus on the densely populated corridors of Mukono, Wakiso, and Kampala. The government has already invested more than 328 billion UgX in compensation and early works to mitigate risks associated with the project for international lenders.
The Malaba–Kampala line is a cornerstone of the Northern Corridor Integration Projects, linking Uganda to Kenya’s SGR and connecting the Great Lakes region—including Rwanda, South Sudan, and the DRC—to the Indian Ocean.
Bilateral talks with Kenya aim to ensure interoperability between Uganda’s European-standard line and Kenya’s Chinese-built tracks, supporting seamless “port-to-door” rail service. Although a change of traction will be required between diesel and electric systems at the international border
Under a ‘Limited Notice to Proceed’, Yapı Merkezi is already setting up sleeper factories and construction camps along the route, preparing for full-scale construction once financing is finalised.
On 20th February 2026, NTV Uganda reported that the Islamic Development Bank had agreed to inject 410 million euros into the Standard Gauge Railway project for the line from Malaba at the Uganda–Kenya border to Kampala. According to the Ministry of Works and Transport, the funding will cover 272 kilometres of the main Standard Gauge Railway corridor, as well as an additional 232 kilometres of lines linking key industrial hubs across the country. [10]
Uganda Railways Corporation Strategic Plan 2025/26 to 2029/30
Uganda Railways produced their strategic plan for the period to 2029/30 in September 2025. [4]
This somewhat out-of-focus plan shows the current metre-gauge network in Uganda. Only the black-dotted length is at present functional. The red-dotted lengths are in various states of disrepair. [4: p11]Table 1 – Tabulated details of lengths of the railway lines in Uganda. [4: p11]
The Strategic Plan says: “Even with the ongoing efforts to rehabilitate the MGR, much of the railway network remains un-operational, with the few operational sections in poor condition characterised by low handling capacity, limited speeds amid occasional temporary speed restrictions, and low reliability and safety. This has resulted in an over-reliance on road transport in transporting cargo even when rail would be most suited. The impact is the increased costs of transportation that continues to impact productivity, competitiveness and economic growth of Uganda.” [4]
An example of the current condition of the rail infrastructure is the state (in February 2026) of the line close to Pakwach in the North of Uganda.
Pakwach is on the West bank of the Albert (White) Nile. At its immediate location, a loop in the river means that it flows almost West to East with Pakwach on its North side. At Pakwach, there is a significant bridge over the Albert Nile. The two pictures below show the bridge and can be found on Google Maps (February 2026).
The Pakwach Bridge, built in 1965 and commissioned in 1969, is a crucial, aging structure crossing the Albert Nile to connect Uganda’s West Nile region, South Sudan, and Congo. Currently experiencing structural cracks and flooding issues, it is being redesigned by China Communications Construction Company to support modern, heavy, multi-modal transport. The replacement structure will be designed to accommodate both road and rail (metre-gauge and standard-gauge), pedestrian walkways and will also be able to accommodate the largest shipping that might use the Albert Nile. The project aims to facilitate the revival of the Pakwach Riverport (which became ineffective due to the poor headroom of the current bridge), and support regional trade. The bridge condition is very poor and at risk of collapse. Temporary measures are currently being considered to sustain vehicular and pedestrian traffic in the period before the new bridge is designed, built and opened. [6][7]
In early February 2026, as part of a visit to the Murchison Falls National Park we travelled alongside remnants of the old railway to the East of Pakwach on the East bank of the Albert Nile.
Pakwach is at the extreme left of this extract from Google Maps satellite imagery. The old railway crossed the Albert Nile on the bridge at the left of the image and curved around to the East. For the first few hundred yards it ran on the North side of the Arua/Gulu Road. [Google Maps, February 2026]
The railway heading for Gulu runs alongside the Gulu/Arua Road on the East bank of the Albert Nile. The pictures immediately below show remnants of the line which once sat on a low embankment between the road and the river. ….
Like elsewhere in Uganda, the metre-gauge line sat on steel sleepers to avoid the risk of termite damage to wooden sleepers. This and other images show that sections of the embankment have been washed away. [My photograph, February 2026]Another length of the line where the river has washed away a section of the railway embankment when in spare. [My photograph, February 2026]After running alongside the Arua/Gulu Road for a short distance, the old railway drifted away from the road to the North. Its line can just be made out on this satellite image. [Google Maps, February 2026]The line turned further towards North-northeast. Its route can again be picked out starting in the bottom left of this satellite image and running diagonally up the West side of the oil company site on the right of the image. The route of the old railway leaves the image centre-top. An access road to some safari lodges runs immediately to the West of the industrial site and can be seen crossing the line of the old railway, then running alongside it for a short distance before heading away to the North. [Google Maps, February 2026]The murram road mentioned above turns once again to run parallel to the old railway which itself runs Northeast along the boundary of the petrochemical site. [Google Maps, February 2026]We drove along the Bwana Tembo Road after leaving the Gulu/Arua Road and crossed the line a few times at the ‘m’ in ‘Tembo’ on the satellite image. The remains of the old railway continue alongside the road (to its Southeast). [Google Maps, February 2026]We crossed the line at this point (the ‘m’ in ‘Tembo’) three times, the only photograph I have is from before dawn facing South en-route to an early morning safari. [My photograph, February 2026]In amongst the undergrowth, the metre-gauge track can be made out. This location is perhaps one hundred metres to the Northeast of the road junction, taken looking South-southwest from our safari vehicle on our last day near Murchison Falls. [My photograph, February 2026]Further Northeast the old line can be seen swinging away to the East before turning to the North. [Google Maps, February 2026]The flat formation of the old railway can be seen here as it gradually begins to converge with the road. This photograph was taken facing East from the window of the safari vehicle. [My photograph, February 2026]The road and old railway gradually converge as we travel North across this next satellite image. At the flag marking Tangi Safari Lodge, the two are once again immediately adjacent to each other. [Google Maps, February 2026]Closer still to the road, this view looks East again. [My photograph, February 2026]And closer still! [My photograph, February 2026]This next slide shows the route of the old line turning through 180° to run away to the South. Its curved can be seen to the South of the flag of the MCC Student Centre. [Google Maps, February 2026]A final photograph of the line, once again very close to the murram road. [My photograph, February 2026]
Hopefully, these few photographs, together with the images from Google Maps have given some impression of the condition of the metre-gauge line close to Pakwach in the 21st century.
Everything that I have seen of the metre-gauge (with the exception of the line between Torroro and Kampala) is reflected in these most recent pictures.
The Strategic Plan itemises the rolling stock that it owns – a total of 1,420 wagons of different types including flatbeds, tanks, covered wagons among others, and spread across the entire network (including Kenya and Tanzania). However, it says, the URC still faces a big challenge of availability of rolling stock throughout the year with wagon and locomotives availability standing at 40% (505 fit wagons) and 46.5% respectively in the 2023/24 year. “Of the fit wagons, only 35% were flat beds yet they have a higher demand. Table 2 below shows the state of the Corporation’s wagons, plant & machinery as at the end of December 2024.” [4: p12]
Table 2 – Status of URC Wagons, Plant & Machinery as at December 2024 – The table shows that the URC is operating below average in terms of operating stock. Therefore, there is a need to improve rolling stock availability through timely maintenance as well and improvement of facilities at the different maintenance workshops. [4: p12]
The reality is that URC has missed its freight targets by a significant margin over recent years as Table 3 shows.
URC’s performance against targets since 2020. [4: p14]
Table 3 shows that during the period July 2020 – December 2024, the URC network carried a total of 1,150,844 MT against a target of 2,175,170 MT, that is 53%. Of this, 77% were imports while 23% were exports.
Passenger Services
Passenger services were reintroduced under a pilot project in December 2015 as a response to the increasing traffic congestion in Kampala City due to absence of organized public transport. Currently, the passenger train plies four trips daily between Kampala and Namanve. There was a hiatus of around 12 months in the provision of this service while the metre-gauge line between Kampala and Mukono was refurbished, with services restarting in May 2024. “The 30-minute journey has various halts in Nakawa, at Spedag, Kireka, and Namboole, finally terminating at Namanve with an average ridership of 4000 commuters per day.” [4: p15]
Logistics, Warehousing & Terminals
The URC operates three fully licensed, one-stop centres for warehousing, customs clearance, and UNBS checks: Mukono Inland Container Depot, PortBell and Jinja Piers (with the capacity to handle consolidation and
deconsolidation of cargo). Warehousing includes Gulu Logistics Hub, Mukono ICD,
Kampala Good shed, Mbale Good Shed, and Tororo Good Shed. [4: p16]
Challenges
The URC honestly reports a number of challenges which must be addressed in coming years [4: p34-36]
An outdated and inadequate policy, legal and regulatory framework, especially with standards in railway and inland water transport. Particularly, harmonisation of railway policies across the East African region.
Dilapidation of railway transport infrastructure and other assets. The larger portion of the existing MGR network remains in a poor state due to ageing of equipment, dilapidation of the network and out of date technology. In addition, the URC’s regional assets including upcountry stations, staff quarters, offices are in a poor state, poorly managed and left to the oversight of unknown occupants.
An increasing potential demand for passenger services in the Greater Kampala Metropolitan Area. The need for additional passenger stock in good serviceable condition. The need for new feasible passenger routes.
Limited integration with other modes of transport (road, water, air). The need for railway stations to become intermodal hubs is expressed in the strategic plan, but this would require new or replacement stations to be built and there to be a much more structured approach to other transport (boda-boda, matatu and long-distance buses) and a significant improvement in the rail network.
Very limited funding being made available for the URC Strategic Plan priorities. The previous plan set funding targets but only 9% of planned expenditure actually occurred! A serous increase in stakeholder funding is a paramount need for the URC’s future.
The human resource capacity is limited – at the end of March 2025 the URC had only been able to fill about 56% of its agreed staff structure.
Weak data management and reporting frameworks. A lack of a robust monitoring and evaluation system. It is, however, difficult to perceive what could usefully be measured that would produce a meaningful positive impact.
Massive encroachment onto URC land and vandalism of railway materials and property. In some regions of the country, encroachers have secured illegal land titles to URC land and illegal developments have taken place. The URC needs to complete a full survey of its property and must implement a land management strategy.
Public attitude to the railway is poor, many are unaware of its value, advertising of plans and services is poor, and big battles remain to be fought with those who have encroached on its assets
The situation is dire, the future of the metre-gauge seems to be uncertain and bleak!
The strategic plan sets, what must seem to all involved to be, and unobtainable goal: “A developed, adequate, safe, reliable and efficient multi–modal transport system in Uganda.” [4: p38] The fact that the overall goal is unrealistic means it is difficult to give a great deal of credence to any of the intentions which develop from it.
A more effective goal which did not aim at an unobtainable outcome might produce definite steps forward for the existing rail transport network.
Major societal change would be needed to create any form of intermodal transport system. Road transport is in the hands of a myriad of private business concerns all with their own interests and this appears to be very unlikely to change, especially not within the 5 year time frame of the plan.
Perhaps a more focussed and implementable plan is needed. Perhaps limited to improvements in the maintenance of the rail network itself. Perhaps focussing on passenger capacity on the one route currently available with a demonstrable improvement in commuting time on both road and rail as a result of an improved rail service. Perhaps setting realistic goals for the recovery of illegally occupied land over lengths of the metre-gauge line with a significant possibility of being brought back into effective use.
Recent and Upcoming Railway Tenders
UgandaTenders.com lists tendering opportunities for Railway activity in Uganda. These included:
Supply & Commissioning of Ten (10) New Diesel Electric Locomotives and Training of Maintenance & Operation Personnel – the East Africa Community Railway Rehabilitation Support Project (19th December 2025);
Rehabilitation of Malaba-jinja and Port Bell-kampala-kyengera Railway Line Sections Including Support Infrastructure (19th January 2026);
Drainage Improvement works on Kampala – Mukono Railway Line Section (5th March 2026);
Permanent way (Railway line works)(12th March 2026);
Consultancy Services to Develop the National Railway Transport Policy in Uganda – EAC-Railway Rehabilitation Support Project (12th March 2026); and
Consultancy Services for the Development/Preparation of the Railway Transport Master Plan – EAC-Railway Rehabilitation Support Project (12th March 2026).
Kenya
Kenya Railways Blog
In January 2026, the Kenya Railways Blog carried two articles:
A.Statement on Upcoming Railway Developments under the Nairobi Commuter Rail Service to Support AFCON 2027
Following a successful bid to co-host the Africa Cup of Nations (AFCON) in 2027 alongside Uganda and Tanzania, the Government of Kenya is making preparations to host a successful tournament.
In Kenya, the games will be hosted at Nyayo National Stadium, Talanta Sports City Stadium and Moi International Sports Centre, Kasarani. Nyayo National Stadium is designated as a training centre during the tournament because of its central position.
One of the key initiatives being undertaken includes provision of an effective transport solution that will ensure easy access to and from the venues of the soccer event.
With this in mind, the Government intends to construct a railway station adjacent to Nyayo National Stadium and a railway spur line from the Nairobi Central station through Nyayo National Stadium area, Kibera to Talanta Sports City Stadium Stadium.
Kenya Railways is in the process of evicting any illegal occupiers of its land as it prepares for the construction of the line. All illegal structures and property found on the land within the corridor will be removed without further notice, at the cost of the individual or concern that built a structure or placed property on the land.
B. Successful Testride Signals Readiness of Uplands–Longonot–Kijabe MGR corridor
On 23rd January 2026 it reported that on 19th January 2026 that a successful test ride on the Uplands–Longonot–Kijabe Metre Gauge Railway (MGR) line had taken place, signalling renewed readiness to restore services along the critical corridor.
The exercise confirmed the safety, integrity and operational soundness of the restored infrastructure after months of intensive rehabilitation necessitated by severe washaways caused by unprecedented rains in 2024. Works carried out included embankment stabilisation, bridge strengthening, drainage reconstruction and track realignment to improve the corridor’s resilience to extreme weather conditions.
The Uplands–Longonot–Kijabe MGR line forms a key link within the MGR network, supporting passenger movement from Nairobi to Kisumu and freight movement from the Port of Mombasa to Kenya’s hinterland and regional markets across East and Central Africa. Its restoration reinforces Kenya Railways broader strategy of maintaining an integrated, resilient, and efficient rail system.
As the Corporation prepares for the progressive resumption of services along the corridor, the test ride marks not only a technical achievement, but a renewed commitment to reliability, safety and national development.
Kenya Railways Begins Preparations for Naivasha-Kisumu-Malaba SGR Phases 2b and 2c
In an article dated 20th February 2026, Capital FM (Nairobi) reported that Kenya Railways has commenced preparations for the construction of the Naivasha-Kisumu-Malaba Standard Gauge Railway (SGR) Phases 2B and 2C.
The railway operator, in partnership with the National Land Commission (NLC), has deployed survey teams to the proposed Kisumu Terminus site, marking the boundaries for Phase 2B.
In a statement, Kenya Railways said the exercise involves identifying project boundaries, confirming affected land parcels, and measuring land sizes to facilitate the gazettement process.
The survey teams are using Global Navigation Satellite System (GNSS) technology, a modern satellite-based system, to ensure precise and reliable measurements.
The preparatory work marks a key milestone in the expansion of Kenya’s SGR network, which aims to enhance regional connectivity and boost trade along the Nairobi-Kisumu-Malaba corridor. [11]
An SGR locomotive and passenger train on the existing network. [12]
View of Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) in Kenya
In a short publicity article dated 21st February 2026, the Chinese newsagency Xinhua uses pictures to describe travel on the SGR in Kenya on 17th February 2026. It can be found here … [13]
“Stretching 472 km from the port city of Mombasa to the capital Nairobi in Kenya, the Chinese-built Mombasa-Nairobi Standard Gauge Railway (SGR) was launched on 31st May 2017. It is the first new railway built in Kenya since independence and a flagship project of China-Kenya cooperation under the Belt and Road Initiative.” [13]
A snapshot of current and planned tenders for railway work.
Consultancy Services For Design Review And Construction Supervision For The Proposed Construction Of Nairobi Railway City Central Station, Public Realm And Other Associated Infrastructure Works (15th January 2026);
Consultancy Services For Design Review And Construction Supervision For The Proposed Standard Gauge Railway From Naivasha \U2013 Kisumu (Phase 2B) (15th January 2026);
Proposed Construction Of Limuru Railway Station And Associated Facilities (23rd January 2026); and
Supply And Delivery Of Rail Fittings And Fasteners For Standard Gauge Railway (SGR) (20th February 2026).
Kenya 2026 Budget Policy Prioritises Rail And Logistics Modernisation
Phillippa Dean of Railways Africa reports [15]that:
Kenya’s 2026 Budget Policy Statement sets out a programme of infrastructure and policy interventions aimed at accelerating economic transformation, lowering the cost of doing business and improving the movement of people and goods. Transport and logistics feature prominently, with rail identified as a key enabler of national competitiveness and regional connectivity.
The Government confirms that it has completed construction of the Miritini MGR Station at the Mombasa Terminus, including a new metre gauge railway link and a railway bridge across the Makupa Causeway. The works are intended to provide seamless first- and last-mile connectivity for Standard Gauge Railway passengers.
As part of efforts to strengthen the transport policy framework, the Government has developed the National E-Mobility Policy to guide the transition to clean and sustainable transport technologies, the National Road Safety Action Plan 2024 to 2025, and the National Logistics and Freight Strategy for horticulture exports.
A comprehensive ten-year infrastructure programme is planned to address existing gaps. This includes dualling 2,500 kilometres of priority highways, surfacing an additional 28,000 kilometres of roads and expanding strategic transport corridors through Public Private Partnerships. Rail development forms part of this wider transport and logistics modernisation agenda.
The extension of the Standard Gauge Railway from Naivasha to Kisumu and onward to Malaba has begun, marking a step towards enhanced regional connectivity. The statement also identifies modernisation of the railway system as a priority within the broader transport and logistics investment framework.
Performance data included in the statement show that the services sector recorded growth of 4.8 percent in the first quarter, 5.5 percent in the second quarter and 5.4 percent in the third quarter of 2025. Within this, the transportation and storage sub-sector expanded by 3.7 percent, 5.4 percent and 5.2 percent respectively, across the same quarters. Growth in the sub-sector was supported by increased activity in road, water and air transport, as well as railway operations.
Transport and logistics investments also extend to the modernisation of Jomo Kenyatta International Airport, the building of a new international airport, development at the Ports of Mombasa and Lamu and reforms aimed at restoring the operational and financial stability of Kenya Airways. Additional priorities include completing port berths, establishing logistics hubs and enhancing maritime safety through programmes such as Vijana Baharia.
The statement highlights the scale of public sector exposure within the rail sector. The cumulative on-lent loan portfolio stands at KSh 1,051.1 billion, of which Kenya Railways Corporation accounts for KSh 547.4 billion, representing 52 percent of the total. This concentration reflects a significant exposure within a single entity.
Overall, the Budget Policy Statement frames the modernisation and expansion of transport and logistics infrastructure, including rail, as essential to connecting markets, reducing the cost of doing business and reinforcing Kenya’s position as an aviation and commercial hub for East and Central Africa. [15]
Freight Trains Poised for Return as Kenya Railways Clears Key Rift Valley Corridor
An article carried by Dawan Africa on 19th January 2026 reported that: [16]
After months of silence on the tracks, freight trains are edging closer to a comeback along the vital Uplands–Kijabe–Longonot railway corridor, offering fresh hope to traders and businesses that rely on rail transport across the region.
Kenya Railways has announced that after heavy rain disruption in April 2024 halted services, the vital Uplands–Kijabe–Longonot railway is ready for freight trains, promising lower costs and stronger regional trade links once slope protection works are finalised. [16]
Kenya Railways Corporation has confirmed that rehabilitation works on the route, which was severely damaged by heavy rains in April 2024, have been fully completed. The disruption forced a suspension of freight services, cutting off a key link in the transport chain between the coast, western Kenya and neighbouring countries.
In a statement issued on Monday, the corporation said the line has undergone successful test runs, clearing it for safe operations.
Engineers are now finalising slope protection works, a precautionary measure aimed at reinforcing the corridor and preventing future damage, especially during periods of heavy rainfall.
“Rehabilitation works on the Uplands–Kijabe–Longonot railway corridor are now 100% complete, with successful test rides conducted to confirm the safety and operational readiness of the line,” Kenya Railways said. “The only remaining activity is slope protection works, which are being finalised to enhance long-term stability and safety.”
While no specific date has been given for the resumption of freight services, the corporation said preparations are already underway. Once operational, the corridor is expected to play a critical role in easing the movement of goods from the Port of Mombasa to Nyanza and Western Kenya, while also strengthening regional trade links with Uganda, Rwanda, the Democratic Republic of Congo and South Sudan.
The announcement signals renewed momentum in Kenya Railways’ broader recovery efforts following weather-related disruptions. It also comes just weeks after the corporation reinstated the Kisumu Safari Train, which had been grounded for nearly a year.
That service was revived in December to meet increased festive season travel demand to the lakeside city, offering passengers a safer and more affordable alternative during one of the busiest periods of the year. Kenya Railways said the move helped ease pressure caused by last-minute bookings and limited transport options.
With freight trains now set to follow suit, the reopening of the Kijabe corridor is expected to reduce pressure on roads, cut transport costs and restore confidence in rail as a dependable backbone for trade and travel across the region. [16]
A Formal Start to Construction of the SGR Extension
Baringo News reports that on 19th March 2026, President William Ruto is scheduled to launch the extension of the Standard Gauge Railway (SGR) from Suswa to Western Kenya, culminating at the Kenya–Uganda border. [17]
A. Uganda to begin construction of its Standard Gauge railway network in April 2026.
In August 2025, Rogers Atukunda wrote of the construction of Uganda’s Standard Gauge railway network commencing in April 2026. His article can be found here. [1]
B. Uganda is to use electric traction for the Kampala to Malaba Standard Gauge Railway Line.
Uganda has recently confirmed that its Standard Gauge line from Malaba/Tororo to Kampala will operate with electric traction to European standards rather than diesel traction to Chinese standards.
The planned regional standard-gauge network includes two lines separating inside the Eastern border of Uganda at Tororo. These then diverge further in the West (at Bihanga) and in the North (at Gulu). The total route length will be 1,724 kilometres subject to change due to design modifications and additional sidings and/or branch lines. [3]
Kabona Esiara of ‘The East African‘ explained in November 2025 that this required detailed negotiations between the railway authorities in Kenya and Uganda. These negotiations commenced in mid-November 2025. [2]
Uganda and Kenya were working on a raft of technical and policy measures to facilitate a seamless SGR system between the two countries as they work in the next few years on parallel finishing of their SGR lines.
Kenya says it will start constructing the Naivasha-Kisumu-Malaba line early in 2026 while construction of Uganda’s Kampala-Malaba should commence in the second quarter of 2026.
C. A series of mis-steps in the development of railways in Kenya and Uganda.
Mary Serumaga, in 2018, said that “the building of standard gauge (SGR) railways in both Uganda and Kenya and the predictable sagas that have ensued are reminiscent of the controversies surrounding the building of the Uganda and Rhodesian Railways in the late 19th and early 20th centuries. Both present a framework within which it is possible finally to understand the limited achievements in development in all sectors (and frankly, underdevelopment in many) and regression in Uganda’s primary education, copper mining and agricultural sectors. Both SGR projects are tainted with suspicion of shady procurement which, if taken together with the track records of the implementers, points to corruption. It would be irresponsible to say otherwise.” [4]
“The route, design, level of service and all other decisions of the Uganda Railway of 1990 were dictated by potential profits for foreign investors (both public and private) and their local agents, and not by notions of public service and the common good of those who would bear the ultimate cost. Return on investment is not a bad thing but the Imperial government also claimed to be acting in the interests of the indigenous populations. … The difference now is that there is no pretence about whether the railways are serving the interests of the general population. The different financial implications presented by the procurement process itself, the selection of routes and the relative cost of engineering in the different terrains, plus the cost of compensating displaced landowners, provide scope for long-running, energy-depleting corruption scandals. From the outset, there has been a lack of confidence that procurement processes for the necessary services would prioritise the interests of the public over the interests of the contractor and would actively exclude the personal interests of the public servants commissioning the works. This is what is triggering the anxiety surrounding the SGRs.” [4]
“Moreover, the choice over whether to upgrade the old railway or to start afresh was not adequately debated publicly. Ditto the options on financing. For the Kenyan SGR, the most costly of the potential routes were reportedly selectively chosen. Several cheaper routes on land allegedly already in possession of the government are said to have been rejected. … There are also questions surrounding passenger service. Do the railways only serve trade or are passengers entitled to this alternative to dangerous road transport?” [4]
“Uganda owns one half of the old East African Railway. Together with the Kenyan leg, it was put under a 25-year management contract. The new owners renamed their new toy Rift Valley Railways (RVR). In 2017, after only twelve years, the governments cancelled the contracts in a move the RVR called an illegal takeover. On the Ugandan end, there were allegations of asset-stripping by previous European concessionaires as well as unpaid concession fees and massive salary arrears caused by RVR. If RVR were to successfully sue the government for cancellation of the contract, their compensation would be the first budget overrun. … The government of Uganda then signed a Memorandum of Understanding in 2014 with the China Civil Engineering Construction Corporation (CCECC), which had submitted a study. It abandoned those negotiations in favour of a second Chinese entity, the China Harbour Engineering Company. In justifying its action, the government questioned the quality of the CCECC’s study, which it said was cut and pasted from pre-existing feasibility studies (something that could have been avoided by following proper procurement procedures). CCECC insists it was a pre-feasibility study requiring less detail than a full-blown feasibility study. Whatever the case, if CCECC had followed through with its suit for US$8 million in compensation, which would have been another massive blow to the budget at inception. Whatever compensation they have agreed to has not been made public but as matters stand, the budget for the eastern leg of the SGR has gone up from CCECC’s proposed US$4.2 billion to CHEC’s US$6.7 billion.” [4]
The remainder of Mary Serumaga’s article which looks back at colonial construction work and draws parallels with 21st century procurement and construction in East Africa can be found here. [4]
D. President Yoweri Museveni’s State of the Nation Address in June 2025.
In June 2025, President Museveni highlighted significant rail developments, advancing the Standard Gauge Railway (SGR) project to link with Kenya and the region, aiming to cut costs and boost trade, while discussing financing for the $2.8 billion Kampala-Malaba SGR and emphasizing participation in the development of the new rail infrastructure. In essence, the 2025 address signalled a push for comprehensive road and railway modernization and expansion, leveraging oil revenues and debt financing to build a robust network for economic transformation. [5] Museveni said, “we are soon finalizing the construction of the 1,443km East African Crude Oil Pipeline (EACOP) from Buliisa to Tanga in Tanzania. The construction of the SGR, which I launched last year, is soon starting,” [5] and “the NRM Government has prioritized infrastructure development especially roads, railways and electricity.” [5] In addition, the government will be focusing on revitalizing metre-gauge lines (like Tororo-Gulu, Kampala-Malaba).
E. Kenya – Additional Madaraka Express Trains for the Christmas period.
Kenya Railways announces additional Madaraka Express trains from 8th December 2025, to 5th January 2026, to meet increased festive season demand. The Nairobi-Mombasa train departs Nairobi at 9:40 AM, arriving in Mombasa at 3:35 PM, while the Mombasa-Nairobi train leaves at 4:30 PM, reaching Nairobi at 10:55 pm. [6]
“The railway operator said the move comes in response to increased demand during the holiday period, when thousands of Kenyans and tourists journey along the scenic Nairobi-Mombasa route. … ‘We are committed to providing a safe and convenient travel experience, and the additional services will help ease congestion while maintaining punctuality’ reads the notice dated 2nd December.” [7]
The December 1958 issue of The Railway Magazine featured three photographs of Beyer Garrett locomotives at work in East Africa. These were giants of the metre-gauge that grappled with long loads on steep inclines and at times sharply curved track radii. [1]
1. EARClass ’55’ Garratt No. 5504 at Diva River
Class ’55’ Garratt No. 5504 on the up mixed train at Dura River. [1: p849]
The KUR EC5 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built during the latter stages of World War II by Beyer, Peacock & Co. in Gorton, Manchester for the War Department of the United Kingdom. The two members of the class entered service on the Kenya-Uganda Railway (KUR) in 1945. They were part of a batch of 20 locomotives, the rest of which were sent to either India or Burma. [2: p64]
The following year, 1946, four locomotives from that batch were acquired by the Tanganyika Railway (TR) from Burma. They entered service on the TR as the TR GB class. [2: p64]
In 1949, upon the merger of the KUR and the TR to form the East African Railways (EAR), the EC5 and GB classes were combined as the EAR 55 class. In 1952, the EAR acquired five more of the War Department batch of 20 from Burma, where they had been Burma Railways class GD; these five locomotives were then added to the EAR 55 class, bringing the total number of that class to 11 units. [2: p64]
This locomotive was Works No. 7151, War Department No. 74235, War Department India No. 423. It was one of the two that went to Burma Railways (their No. 852) from where it was purchased by Tanganyika Railways in 1946 and became their No. 751. It came to the EAR in 1949 and received the No. 5504. [3]
Sister locomotives in Class 55 can be seen here [7] and here. [8]
Dura River was the last station on the Western Extension before the end of the line at Kasese, Uganda. The River flowed North to South towards Lake George and was crossed by the railway at the Eastern edge of the Queen Elizabeth National Park. Mapping and satellite imagery in the area are not highly detailed – the following images are the best I can provide. …
The EAR 58 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge, 4-8-4+4-8-4 Garratt-type articulated steam locomotives built by Beyer, Peacock & Co. in Manchester, England, in 1949. [9]
The eighteen members of the class were ordered by the Kenya-Uganda Railway (KUR) immediately after World War II, and were a slightly modified, oil-burning version of the KUR’s existing coal-fired EC3 class. By the time the new locomotives were built and entered service, the KUR had been succeeded by the East African Railways (EAR), which designated the coal-fired EC3s as its 57 class, and the new, oil-burning EC3s as its 58 class. [2: p66][9]
No. 5804 was built in 1949 (Works No. 7293) and originally given the KUR No. 92. Its sister locomotive No. 5808 (Works No. 7297, given KUR No. 96 but never carried that number) was the first to enter service with the EAR. [9]
EAR ‘Class 58’ Locomotive No. 5803 (a sister to 5804) is seen here at Changamwe, Kenya, with the Mombasa–Kampala mail train, circa 1950-51. [9]
Other locomotives in the class can be seen here, [11] here, [12] and here. [13]
Kikuyu Station is 20 kilometres or so from Nairobi, during construction of the railway, railway officers established a temporary base in Kikuyu while they supervised work on the laying of the track down at the rift valley escarpment.
Daily mixed train, headed by class ’60’ Beyer-Garratt locomotive No. 6021, Sir William Gowers,” about to leave Kasese, terminus of the East African Railways & Harbours Western Extension in Uganda. [1: p849]
The EAR 60 class, also known as the Governor class, was a 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built for the East African Railways as a development of the EAR’s existing 56 class. [2: p77]
The 29 members of the 60 class were ordered by the EAR from Beyer, Peacock & Co. The first 12 of them were built by sub-contractors Société Franco-Belge in Raismes (Valenciennes), France, and the rest were built by Beyer, Peacock in Gorton. The class entered service in 1953-54. [2: p77]
Initially, all members of the class carried the name of a Governor (or equivalent) of Kenya, Tanganyika or Uganda, but later all of the Governor nameplates were removed. [2: p77]
No. 6021 was built by Beyer Peacock (Works No. 7663). It was not one of the class built by sub-contractors Société Franco-Belge. It was given the name ‘Sir William Gowers’ when first put into service, losing the name along with other members of the class in the 1960s after independence. …
Other members of the class can be seen here, [17] here, [18] and here. [19]
Kasese Station only became part of the rail network in Uganda in 1956. The construction costs of the whole line from Kampala were very greatly affected by the difficult nature of the country in the final forty miles before Kasese. Severe problems were presented by the descent of the escarpment, which involves a spiral at one point, while from the foot there is an 18-mile crossing of papyrus swamp through which a causeway had to be built, entailing a vast amount of labour. The extension to Kasese was built primarily to serve the Kilembe copper mines. Construction of the line from Kampala to Kasese took approximately five years. [21]
A report from The EastAfrican, 21st October 2024. [1]
On Monday 14th October 2024, Uganda signed a deal with Turkish firm Yapi Merkezi for the construction of the standard gauge railway (SGR) from Malaba to Kampala, after a 16-year wait.
When completed, the $2.9 billion-dollar electric rail project is expected to reduce transportation costs and increase the efficiency of the rail transport system in Uganda.
Construction of Uganda’s 273km SGR line, expected to be completed in four years, has started without a lender bankrolling the project, and authorities say it will be commissioned in the first week of November.
The EastAfrican has learnt that in this financial year, the SGR was allocated $40.8 million for compensation of project-affected persons. Canon Perez Wamburu, coordinator of Uganda’s SGR Unit, said the total budget is close to $49 million.
The Finance ministry has identified American lender Citi Bank to syndicate a loan of about $3 billion.
Uganda is under pressure from Tanzania and Kenya, which have SGR systems, to build its section to facilitate a synchronised regional rail network. Kenya is also working on extending its SGR line from Naivasha to Kisumu and on to Malaba.
“The two systems will be connected and will be seamless. We support our Kenyan friends in doing that. And the timelines agreed on with the Kenya brothers will be met,” said Gen Katumba Wamala, Uganda’s Works and Transport minister.
He explained that the two countries agreed that by the time the Malaba-Kampala SGR section reaches Kampala, the Naivasha-Kisumu-Malaba section will also be ready.
Uganda plans to develop 1,700km of SGR network covering Tororo to Gulu and Nimule at the South Sudan border, with a spur from Gulu to Pakwach and Vurra at the Democratic Republic of Congo border.
A western line will run from Kampala to Bihanga and Kasese-Mpondwe at the DR Congo border, with a spur southward from Bihanga to Mirama Hills at the Uganda-Rwanda border and another to Muko, Kabale.
Wikipedia tells us that the Ugandan SGR network will be part of a much wider SGR rail network in East Africa:
“The Uganda Standard Gauge Railway is a planned railway system linking the country to the neighboring countries of Kenya, Rwanda, Democratic Republic of the Congo and South Sudan, as part of the East African Railway Master Plan. The new Standard-gauge railway (SGR), is intended to replace the old, inefficient metre-gauge railway system. The entire 1,724 kilometres (1,071 mi) SGR in Uganda will cost an estimated $12.8 billion.” [3]
“This 1435 mm (4 ft 8 1⁄2 in) railway line is intended to ease the transfer of goods between the port of Mombasa and the Ugandan capital of Kampala, and subsequently to Kigali in Rwanda, and to Beni in the Democratic Republic of the Congo and to Nimule and Juba in South Sudan. Goods would travel from Mombasa along the Kenya Standard Gauge Railway to Malaba, at the border with Uganda, and transfer on to this railway system.” [2]
“In March 2019, during a state visit to Kenya, President Yoweri Museveni of Uganda and his host, President Uhuru Kenyatta of Kenya, jointly publicly committed to extend the Kenyan Standard Gauge Railway to Uganda. Completing the critical missing link to the Kenyan SGR would then unlock the funding for Uganda’s Malaba–Kampala line. As of October 2023, the Naivasha–Malaba section of Kenya’s SGR has not been constructed.” [2] It seems that, in October 2024, a renewed commitment has been made to complete the SGR to the border with Uganda.
In Uganda the SGR network will consist of four main sections:
“Malaba–Kampala Section
Also referred to as the Eastern Line, this section will stretch from the border with Kenya at Malaba, through Tororo and Jinja, to end at Kampala. The distance of this section is approximately 219 kilometres (136 mi).[5] The entire Malaba–Kampala section, measuring 273 kilometres (170 mi) with associated train stations and railway yards, is budgeted to cost US$2.3 billion. Once funding is secured, the construction of the Eastern Line is expected to last 42 months.
Tororo–Gulu Section
Also referred to as the Northern Line, this section will extend from Tororo, through Mbale and Lira to Gulu, a distance of approximately 367 kilometres (228 mi). From Gulu, one spur will continue north to Elegu and on to Nimule and Juba in South Sudan. The section in Uganda measures approximately 106 kilometres (66 mi). Another extension stretches from Gulu southwestwards through Pakwach to end at Goli at the Border with the Democratic Republic of the Congo, a distance of approximately 187 kilometres (116 mi).
Kampala–Mpondwe Section
This is referred to as the Western Line. It will start in Kampala and pass through Bihanga in Ibanda District, continuing on to Mpondwe at the border with DR Congo, a distance of about 430 kilometres (267 mi).
Bihanga–Mirama Hills Section
This is also referred to as the Southwestern Line. It will stretch from Bihanga through Ibanda and Mbarara to end at Mirama Hills, at the border with Rwanda, a distance of about 191 kilometres (119 mi).” [2]
The Wikipedia article continues:
“The construction was expected to be financed by the government of Uganda, using borrowed money from the Exim Bank of China. However, the lender has been unwilling to approve the loan until Kenya finalizes the funding arrangement for the Naivasha–Kisumu–Malaba section of its SGR.
In January 2023, the Ugandan government terminated the contract that it had signed with China Harbour Engineering Company (CHEC) to build the Kampala–Malaba section of the Ugandan SGR, on account of ‘failure to execute’ for eight consecutive years.
In May 2023, the government identified Yapı Merkezi Group from Turkey as the new engineering, procurement and construction (EPC) contractor. Funding is expected to be sourced from European banks. Works are expected to commence in 2024 starting with the 273 kilometres (170 mi) Kampala–Malaba section. The funding bank was later identified as Standard Chartered Plc of the United Kingdom.
In July 2023, the Ugandan and Kenyan cabinet ministers of transportation met in Mombasa. The communique issued at the end of the two-day consultations announced that going forward, the two countries will jointly explore funding sourcing for the Naivasha–Kisumu–Malaba portion of the Kenya Standard Gauge Railway. Together, the two countries are seeking at least $6 billion in new funding for their SGR projects from financiers in Europe and the Middle East.
In February 2024, both countries reaffirmed their commitments to build the Naivasha-Kisumu-Malaba section in Kenya and the Malaba-Kampala section in Uganda, starting in 2024. The Ugandan government has contracted the Yapı Merkezi Group from Turkey to build the 273 kilometres (170 mi) section between Malaba and Kampala at a contract price of US$2.9 billion. Work was expected to start in August 2024. As of August 2024, the Uganda government was working on finalizing the engineering, procurement and construction (EPC) documentation and obtaining approvals from relevant government bureaucrats. The construction distance from Malaba to Kampala is now reported as 332 kilometres (206 mi). Construction is expected to begin in [late] 2024.
On 14th October 2024, the government of Uganda signed the EPC documents with Yapı Merkezi to build the Malaba-Kampala section of the Uganda Standard Gauge Railway at a contract price of €2.7 billion (approx. USh10.8 trillion). Construction is expected to take four years and conclude in [late] 2028.” [2]
The Cross-Cultural Foundation of Uganda (CCFU) a non-governmental, not-for-profit organisation that promotes and appreciation of culture as vital for human development that responds to our diverse identities, with support from the European Union and SOGEA SATOM and the Uganda Railways Corporation established the Uganda Railway Museum. [4]
The museum highlights the important role that railways played in Uganda’s history and nation building. It is located along the Jinja-Iganga Highway at the Railway Station in Jinja City. It offers a varied programme that includes heritage theme nights, exploring a locomotive and coach, film recollections/stories, guided tours and access to a cafeteria. Part of the museum has been designed with young people in mind to support their learning and appreciation of Uganda’s history.
Welcome to Uganda’s Railways Museum! This image was posted on the Museum’s Facebook Page on 17th September 2024. [11]
The Museum’s formal opening ceremony took place in March 2022. It is now open for public visits every Tuesday to Sunday, 11:00am – 6:00pm at 5000 Ugandan shillings for adults and 2000 shillings for children.
While there are ongoing government efforts to revamp the railway transport with the rehabilitation of the northern line and the construction of the Standard Gauge Railway. The establishment of the railway museum complements the government of Uganda’s efforts to highlight the importance of railway transport by reinvigorating its interest among Ugandans.
B. Ugandan Old Railway Line Rehabilitation on Track
In January 2024, The EastAfrican reported that Uganda’s planned overhaul of the metre gauge railway to cut transport costs on the Northern Corridor and improve trade competitiveness had entered its final stages, even as the country faced a shortage of equipment, wagons, and trains.
The EastAfrican reported in January 2024 that Spanish firm Imathia Construction had completed replacing steel sleepers with concrete sleepers on the Namanve-Kampala section of the line, which was handed over to the Uganda Railways Corporation (URC) at the beginning of 2024. The contractor then embarked on the final section, Namanve-Mukono.
This would be the second section of the track to be completed after rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed a year ago.
While the Malaba-Namanve metre gauge track is now in fair condition, importers, exporters, and shippers remain sceptical about switching to rail, citing a shortage of rolling stock and inefficiency, which has resulted in 90 percent of traffic on the Northern Corridor being carried by road and only about seven percent is carried by rail because of the poor state of rail infrastructure. [5]
Uganda’s General Motors GL30 Locomotives
C. Restoring Uganda’s Railways: The Long Road Ahead.
Rothschild Jobi; Restoring Uganda’s Railways: The Long Road Ahead; in Infrastructure, Travel and Tourism, Uganda, 9th August 2024. [10]
“The Uganda Railways Corporation (URC) is now focusing on restoring railway infrastructure in up-country areas, a step taken months after the successful resumption of limited passenger services on the Kampala-Mukono route. This move comes as part of an effort to address the deteriorating state of the country’s railway system.
Table: Status of Uganda’s main railway lines in August 2024.
In April, the Kampala-Mukono route was reopened, offering passengers a 40-minute journey from Namanve to Kampala in the morning, with a return trip available in the evening. This was seen as a positive development, but it also highlighted the need for broader improvements across the railway network.
URC’s Head of Communications, Mr. John Linnon Sengendo, stated in an interview on Monday that the focus is now shifting to the up-country lines. He emphasized that the aim is to complete the railway network by restoring these lines, which have suffered from neglect over the years.
One such line is the Pakwach railway, which was originally constructed in 1964. It played a crucial role in transporting goods and passengers from Nebbi District. However, by the 1980s, the line fell into disrepair. Despite plans announced in 2005 to repair the Gulu-Pakwach line, it remains overgrown with vegetation, and the infrastructure has deteriorated significantly.
Mr. Daudi Onencan, a 68-year-old farmer in Pakwach, reminisced about the line’s past significance. He noted that the railway provided a cost-effective way for farmers to transport goods to markets in distant districts.
Pakwach District Chairperson, Mr. Robert Omito Steen, highlighted ongoing efforts to revive the railway line due to its importance for transporting bulky goods. Discussions with various line ministries have been ongoing, with the hope that these efforts will lead to the line’s restoration.
In 2016, feasibility studies and bush clearance were carried out to assess the state of the railway lines. These efforts raised hopes for the line’s revival, but the overgrowth has since returned.
Mr. Sengendo mentioned that the study results will inform the government’s next steps. He noted that the Ministry of Works and Transport has sanctioned a company to undertake the study, and the restoration of the railway line is a key objective. The broader SGR (Standard Gauge Railway) project also includes the Tororo-Gulu-Pakwach line.
In Mityana District, residents in several villages are resisting eviction from the railway reserve despite numerous warnings. The railway reserve, now occupied by residential and commercial buildings and gardens, faces challenges as some residents claim they unknowingly purchased land in the reserve from individuals who have since relocated.
Mr. Ssande Kafunda, Chairperson of Bbuye Village, reported that affected residents are seeking advice on how to handle the situation, as they were misled about the land’s status.
Mityana municipal mayor, Mr. Faustine Mukambwe, supports the railway rehabilitation and believes it will boost local development. He urged residents to embrace the project and mentioned that the municipal council is exploring new land for constructing a new abattoir, as the current one is situated in the railway reserve.
In 2014, over 80,000 encroachers on railway reserves in various areas were given 28 days to vacate to allow for railway transport revitalization. Despite these orders, many encroachers remain, although some have relocated.
Progress is being made on the Tororo-Gulu line, with rehabilitation efforts underway. The previously non-existent track is now being upgraded with new tracks, improved drainage systems, and enhanced level crossings.
Regarding the Eastern route, Mr. Sengendo indicated that there are no immediate plans to work on this line but assured that the public will be informed if the need for restoration arises.
Mr. Sengendo also mentioned that the government, through URC, is committed to enhancing both land and water railway infrastructure to improve service for Ugandans. The aim is to reduce transportation costs for both exports and imports, thereby lowering prices for goods and increasing export earnings.
Passenger services are nearing completion on the Kampala-Mukono route, which is expected to be fully operational by September. Work will soon commence on the Kampala-Kyengera and Port Bell routes, funded by the African Development Bank.
For cargo transport, new locomotives and wagons are being acquired to support the expanding network. Plans include procuring multipurpose wagon ferries for routes between Kisumu and Mwanza. The goal is to have both the Metre Gauge Railway and Standard Gauge Railway networks complement each other, as part of the East African Community’s efforts to improve the railway system.
In the Teso Sub-region, Kumi Resident District Commissioner, Mr. Ahamada Washaki, stressed the importance of rehabilitating the railway line. However, much of the railway line in Teso remains vandalized, with key stations deserted. URC’s Mr. Sengendo explained that the line has been non-operational for over 30 years, contributing to its current state. Rehabilitation work by China Road and Bridge Corporation is ongoing on a 375km stretch, with completion expected in two years.” [10]
Uganda Railways Corporation locomotive. [13]
D. Uganda Railways Projects to be Implemented in the Financial Year 2024/2025.
On 21st June 2024, infrastructure.go.ug [6] reported that the Ugandan government was working on their objective of reducing the cost of doing business in Uganda by making improvements to the rail network.
They note the then imminent completion of the Kampala-Namanve project. They highlight ongoing work on the line between Tororo & Gulu, funded entirely by the Ugandan government. They talk of work on the African Development Bank project, which will address some of the unfinished portions of the Kampala-Malaba route. They mention work on the route between Port Bell and Kyengera in Kampala and plans for the acquisition of better passenger carriages and locomotives.
URC board technical committee chairperson, Andrew Muguluma commented in an interview with New Vision that, “Even though Uganda is developing its standard gauge railway at a different pace than other countries, … the country is catching up to the current infrastructure.” [6]
The article on infrastructure.go.ug’s website continues:
“The government has made significant investments in the rail industry, according to Leonard Kerezya, senior principal auditor in the Office of Auditor General, who urged URC top management to conduct engineering audits in order to address risks.n … KAccording to him, due to inadequate infrastructure driving up transportation costs along the northern corridor (the Malaba-Kampala rail line), only 7% of traffic in Uganda travels by rail. This means that over 90% of traffic in Uganda moves by road.” [6]
“The government committed to building a multimodal transportation infrastructure as part of NDP III (FY2020–2025) in order to increase the nation’s competitiveness through investments in better and more affordable transportation.” [6]
In respect of the SGR, they say:
“The Democratic Republic of the Congo, Uganda, Kenya, Rwanda, and other partner states of the Northern Corridor Integration Projects (NCIP) decided last month (May 2024) to pool resources to expedite the Standard Gauge Railway (SGR) project’s development. … The Joint Ministerial Committee on SGR met in Mombasa, Kenya, and decided to take this action. … The transportation ministers restated their determination to finish the remaining SGR portions as soon as possible, from Kenya’s Naivasha to Rwanda, Uganda, South Sudan, and the Democratic Republic of the Congo.” [6]
“Kenya pledged to restart building on the Naivasha-Kisumu-Malaba and Kisumu-Malaba SGR sections, respectively, beginning in July and September of 2024. … Subject to the availability of resources, Uganda is also anticipated to begin building on Malaba-Kamppala in September. The country is currently nearing the conclusion of discussions with Yapi Merkezi, the prospective contractor.” [6] An agreement which, in October 2024, now appears to be in place.
URC is a business entity that answers to the Ministry of Transportation and Works. It was founded to carry out railway, marine, and road services for the carriage of goods and passengers both inside and outside of Uganda, as required by the Uganda Railways Corporation Act, Cap 331. URC’s network of tracks spans 1,266 kilometers in total.
E. Uganda Railways Brochure
Uganda Railways Corporation has produced a glossy 4 page .pdf brochure. [7]
F. A Journey on Kampala’s Newly Reopened Commuter Train
By Kabona Esiara, Correspondent in Kampala, Uganda Nation Media Group [8]
“Five O’clock found me at the station ready for the 5.30pm train, which leaves Kampala city heading eastwards to Namanve, 16 kilometres away.
The Kampala train station, established in the 1920s, hosts the offices, service centre, and waiting and boarding areas, and has worked as the main office for passenger and cargo trains over the years.
Located in the central business district convenient for departing and incoming goods and passengers the station has recently become a beehive of activity after the return of the train.
Booking for tickets is done here. Mornings and evenings are busy, as dozens of passengers throng the station to get a trip worth Ush2,000 ($0.52), much cheaper than the fare of the commuter taxis for the same journey, which is Ush4,000 ($1.05) or more.
On the day I took the train, the line was long and the ticketing officers were picking out people who had smaller denominations of the Ugandan currency – 1,000; 2000 and 5,000 leaving those with big ones to wait.
As 5.30pm approached, the train hooted, sending an echoing sound into the city and signalling the start of the journey. The people in the queue rushed in to find seats.
Inside the coach, the once-tattered seats are now covered in brown leather and thin-inch sponge cushions making them more comfortable than the metal seats of the past.
The fans mounted above the dash of the coaches have been fixed, sending fresh air circulating and improving travellers’ experience. Before they were fixed, a frequent rider on the train says the heat in the coaches was unbearable.
The old, five-coach train snaked through Nakawa, Kireka, Namboole and terminated at Namanve.
For the 16km ride to Namanve, the train spent only 45 minutes, a huge difference from an average of two hours that vehicles, especially public commuter taxis, spend from the CBD to Kazinga near Namanve.
However, Uganda Railways Corporation (URC) is operating old rolling stock, and most of it is in disuse.
There are only five coaches to transport passengers in a city of four million people.
In order not to miss the train, many passengers reach the station early, some by 5.00am for the morning trip and 4.00pm to catch the train that departs at 5.30pm for the evening return journey.
With the market yearning for train services and Kampala struggling to achieve its ambitious plan to shift 20% of the freight and passenger bases to rail, Paul Power, a transport sector commentator based in Kampala, says the city needs $200 million to invest in rail passenger transport.
The money will be pumped into buying rolling stock, constructing stations and improving the safety and security of the railway system in the Kampala commuter railway networks.
‘My understanding is that at least 20% of the market share for rail transport is needed to make the planned standard gauge railway project viable and bankable. I don’t know the latest cost estimate, but I have heard anything from $3 billion to over $12 billion, with electrification’, Mr Power said.
He, however, noted that achieving a 20% market share for railway transport would be challenging, as currently rail transport on the metre gauge railway is less than one per cent of the freight transport market, and passenger services resumed on 1st May 2024, after almost a one year of absence due to track rehabilitation.
‘The rolling stock needed to transport 20 percent of the freight and passenger markets by rail is enormous’, he said.
The government has also to come up with deliberate policies to encourage private investment in the railway to achieve the significant shift from road to rail transport, some of which include subsidies, enforcement of tighter road weight restrictions, restrictions on the type of goods that can be transported on roads.
Uganda’s railway sector is described as not well organised. There is no safety regulator. Laws need to be updated, and there is no sustainable funding model for implementing a modern rail transport system.
According to Power, in Uganda, a strategic direction for the sector is missing, sector targets and objectives need to be defined, and a need to separate infrastructure management from train operations and safety regulation.
‘These challenges are mostly ‘soft.’ Institutional and private investors need clarity on the ‘operating environment’ – that is, rules – before significant investor interest can be mobilised’, he explained.
Uganda’s plan to grow rail freight and passenger traffic got a boost recently, when Italian investors, led by Ambassador Mauro Massoni, expressed interest in constructing a 64km railway line from Tororo to Majanji.
This alternative route on the Northern Corridor is meant to reduce congestion and increase efficiency in the region’s transportation network, as it links to water, railways, and roads.
The planned investment complements the SGR linking Kenya to Kampala, whose construction works are yet to begin. The details of the investment in the proposed route, funding, and implementation timelines have not been made public.
President Yoweri Museveni welcomed the proposal, highlighting the potential for the railway line to cater to traffic from northern Uganda and neighbouring countries, bypassing Kampala.
‘That traffic doesn’t have to come to Kampala. It can go straight either to Kenya or to Tanzania’, the President said, emphasising the project’s strategic importance.
The Italian investors also proposed establishing an academy to train Ugandans in cutting-edge railway construction and maintenance technology, ensuring skills transfer and job creation for the local workforce.
But, amid the challenges, signs that URC is fighting for a piece of the big commuter transport market share are clear. Lately, the train and coaches have been repainted.
Margret Nantume, one of the frequent users of the commuter train, said many people have not embraced the train because of the cost.
‘While I use the train to escape the daily traffic gridlock on the Kampala-Jinja highway, the increase in the train ticket from Ush1,000 ($0.26) to Ush2,000 ($0.52) for every stop is discouraging passengers’, she said.
‘Many people are opting for taxis and boda boda, which are flexible in pricing and charge fares per stop, while others walk to their destinations’.
Recently, URC acting managing director David Musoke Bulega revised the fares upwards to hedge his ticket sale revenues against fuel costs.
The train stops are located at far distances from the main road, which inconveniences passengers and adds to the transport costs to their destinations.
Passengers who live in Seeta and Mukono incur an additional Ush2000 ($0.52) to reach their destinations by taxi, in addition to the train ticket of the same amount, bringing the total to Ush4,000 ($1.05).
Besides, they have to walk 500 metres from the Namanve railway station to the nearest taxi stage.
The walk-to-work measure many households in Uganda have adopted to reduce pressure on their home budgets is also contributing to the reduced number of passengers travelling by train.
When the train stops at Namanve railway station, factory employees in Kampala’s Business and Industrial Park walk for either night shifts or to their homes. A 2021 study commissioned by Friedrich-Elbert-Stifting says 50 percent of workers in Uganda walk to and from work.
But John Leon Sengendo, URC publicist, says every inch of the train coach will be occupied in the coming days, when schools open for the second term.
He also expects passengers who opted for other transport modes to return and new ones recruited, especially when the Namanve-Kyetume line is completed in August [2024].
The Namanve-Mukono section will be the third track to be completed, after the rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed two years ago. The Namanve-Kampala section, which was handed over in January this year, was the second to be completed by Spanish firm Imathia Construction, after replacing steel sleepers with concrete beams.
After Uganda Transport Company, a public passenger transportation firm, folded in the 1980s, Kampala was plunged into a disorganised and unreliable transport service run by unprofessional private players.
The government, under pressure to reduce traffic gridlocks, is betting on an efficient railway system to address this challenge. A 2017 World Bank study estimated that traffic jams cost Uganda more than $800 million annually in lost productivity, wasted fuel and increased emissions.
The ultimate plan of URC is to extend passenger services to Mukono, Kyengera, and Port Bell Kampala.
‘We want to alleviate the problem and stress people face with road transport. Our roads are still highly congested, and people spend a lot of time in traffic jams for short distances. With the train service, it will be far smoother and faster. It is a worthwhile endeavour’, said Minister of Works and Transport Katumba Wamala. [8]
F. Uganda Railways Rules Out Electric Locomotives For Now
URN – 24th October 2024. [9]
“The Uganda Railways Corporation (URC) has no immediate plans to deploy electric trains, despite growing calls for a more modern railway system.
Instead, the focus remains on restoring the existing rail network and expanding services, particularly with diesel-powered trains, as part of the country’s railway revitalization strategy according to John Lennon Sengendo, URC’s senior public relations and communications officer.
URC recently completed upgrades on the Kampala-Mukono Meter Gauge Railway (MGR), primarily catering to passenger services. Plans are underway to introduce cargo services soon, while ongoing projects, including the Tororo-Gulu line, aim to enhance the rail system across key regions like Mbale, Kumi, Soroti, and Lira, culminating at the Gulu Logistics Hub.
Additionally, there is significant progress toward the construction of the Standard Gauge Railway (SGR) line between Kampala and Malaba, which will eventually extend to borders with the Democratic Republic of Congo, Rwanda, and South Sudan.
Unlike the planned SGR project, which will be electric, all upgrades on the MGR will continue using diesel-powered trains. According to URC, procurement is underway for diesel multiple units (DMUs), which are trains powered by onboard diesel engines and do not require a separate locomotive.
This decision has sparked debate, particularly as Uganda now generates electricity far beyond current demand. Many question why the country isn’t transitioning to electric trains, given its increased electricity capacity.
“For the improvements we are doing on the MGR network, specifically for the passenger service component, there will not be electrification, at least for now. Electrification will be purely on the SGR,” said Sengendo.
He emphasized that DMUs and electric multiple units (EMUs) are the same. The only difference is that one is electric and the other is Diesel,” he says, adding that the DMUs to be deployed will be able to move at speeds of 120 kilometres per hour, “which is relatively good.”
Furthermore, Sengendo pointed out that cost is a major factor behind the preference for DMUs. While Uganda has abundant electricity, the infrastructure needed for electrification is expensive. “A lot of work and money goes into the installation of the infrastructure, which may not make sense to do on the MGR, yet the government is constructing an SGR, which will be electric,” he explained.
Uganda plans to incorporate feedback from citizens to ensure the DMUs offer both comfort and efficiency, with the manufacturer tailoring them to the country’s specific requirements.
A potential challenge to seamless rail transport across the region lies in Kenya’s SGR, which remains diesel-powered. This could hinder smooth operations between Mombasa and Kampala. Sengendo, however, expressed optimism that by the time Uganda’s SGR is complete, the two countries will have aligned their strategies, possibly considering hybrid rolling stock that can operate on both diesel and electric tracks if Kenya doesn’t electrify its SGR.
Many countries worldwide continue to use DMUs, including the USA, Canada, the UK, Australia, Japan, and several European nations like Germany, Belgium, and Russia. Recent technological advancements have produced diesel-hydraulic engines, which can alternate between diesel and hydraulic power, reducing emissions, noise, and fuel consumption.
Experts note that DMUs offer more flexibility since they can run on electrified tracks, whereas electric trains can only operate on dedicated electric railways. While electrified systems may prove more cost-effective in the long run – typically after about 30 years, depending on electricity costs – DMUs remain a practical and affordable solution for Uganda’s immediate rail needs.” [9]
The 950mm-gauge line from Massawa on the coast, inland to Agordot, was built during colonial occupation by the Italians with some steep gradients which meant that Mallets were considered to be suitable motive power.
The line should not be confused with the metre-gauge line running from Djibouti to Addis Ababa. A metre-gauge railway that was originally built by the French from 1894 to 1917 which has since been replaced by a Chinese built standard-gauge line. [5]
In 1907, Maffei built three 0-4-4-0T locomotives for the Massawa to Agerdot line.
Ansaldo the “supplied twenty five further engines of the same class between 1911 and 1915, and in 1931 and 1939 Asmara shops assembled a nominal three new engines from d components of earlier withdrawn engines. All these were standard European narrow-gauge Mallet tanks, saturated, slide-valved and with inside frames.” [1: p64]
In the mid-1930s, a series of fifteen larger 0-4-4-0T locomotives were built. These were “built to a superheated, simple expansion design, of which ten had piston valves and Walschearts gear and the other five, Caprotti poppet valves driven from outside cardan shafts.” [1: p65] A later series of “eight engines built by Analdo in 1938 reverted to compound expansion, retaining the superheater and piston valve features.” [1: p65]
The last of the Eritrean Mallets was built in their own shops in 1963, making it the last Mallet built in the world. [6]
The line closed in 1975. Eritrea was occupied by Ethiopia for many years. After gaining independence in 1993, some of the former railway staff started to rebuild their totally destroyed railway. Some of the Mallets, built by Ansaldo (Italy) in 1938, were brought back to life. Also one of the small Breda built shunters, two diesel locos and two diesel railcars (one from 1935) were put back into working order. [7]
A section of the line, between Massawa, on the coast, and Asmara, was reopened in 2003 and has offered an opportunity for Mallet locomotives to be seen in operation in East Africa. Indeed, an internet search using Google brings to light a list of videos of locomotives heading tourist trains in the Eritrean landscape.
Wikipedia notes that the line has a track-gauge of 950mm and that locomotives operate over a 118 km section of the old line. Italian law from 1879 officially determined track gauges, specifying the use of 1,500 mm (4 ft 11 1⁄16 in) and 1,000 mm (3 ft 3 3⁄8 in) gauge track measured from the centre of the rails, or 1,445 mm (4 ft 8 7⁄8 in) and 950 mm (3 ft 1 3⁄8 in), respectively, on the inside faces. [4]
Between Arbaroba and Asmara in November 2008, a single coach is headed by one of the surviving Mallet locomotives. This is an extract from an image on Wikimedia Commons (public domain). [13]
Steam operation on the line is over, no regular services are provided but occasional tours still take place with plenty of caveats about the availability of any form of propulsion. An example is a German-speaking tour planned (as of 24th March 2024) for November 2024. [8]
Tanzania (Tanganyika)
The metre-gauge line inland from Dar-es-Salaam was built by the Ost Afrika Eisenbahn Gesellschaft (East African Railway Co.). A.E. Durrant tells us that its first main line power “was a class of typical German lokalbahn 0-4-4-0T Mallets, built by Henschel in 1905-7. These were supplemented in 1908 by four larger 2-4-4-0Ts from the same builder, after which the railway turned to straight eight-coupled tank and tender engines.” [1: p67]
R. Ramaer notes that the first locomotives used by the Usambara Eissenbahn (UE) on the Tanga Line were five 0-4-2 locos which arrived on the line in 1893. Rising traffic loads led the UE “To look for something more substantial and in 1900, Jung supplied five compound Mallet 0-4-4-0T’s as numbers 1-5, later renumbered 6-10. … To provide enough space for the firebox and ashpan, the rigid high-pressure part, comprising the third and fourth axles, had outside frames, whereas the low-pressure part had inside frames.” [9: p19]
UE engine No. 1 (0-4-4-0T – supplied by Jung) with an early passenger train ready for departure at Tanga station in 1890. This image was posted on the Urithi Tanga Museum Facebook Page [10] and is also reproduced in R. Ramaer’s book. [9: p19]UE Mallet 0-4-4-0T No. 8 heading a passenger train at Mombo. This image was shared in error on the Old Asmara Eritrea Facebook Page. [11] It also appears in R. Ramaer’s book. [9: p20]
On the Central Line (Ost Afrikanische Eisenbahn Gesellschaft – or OAEG) which ran inland from Dar-es-Salaam, construction work started in 1905 and the first locomotives used by the OAEG were four 0-4-0T engines built by Henschel, a further four of these locomotives were supplied in 1909. These small engines had a surprisingly long life. Mallets were first supplied in 1905 by Henschel and were suitable for both coal and oil firing. These were 0-4-4-0T locos (four supplied in 1905 and one supplied in 1907). “The problem with this type of engine was the restricted tractive effort and running was not satisfactory because of the lack of a leading pony truck. … Therefore Henschel supplied a second batch of four locomotives in 1908 as 2-4-4-0Ts with larger boilers and cylinders. They also had a higher working pressure of 14 atmospheres (200lb/sq in) in comparison to 12 atmospheres (170lb/sq in) for the earlier engines, while the bunker capacity had been increased from 1.2 to 2.2 tonnes of coal. (Oil fuel had been discarded).” [9: p21-23]
OAEG 2-4-4-0T No. 27, in the last Mallet class to be built for German East Africa. This locomotive appears in the Wikipedia list of Henschel steam locomotives. [12] It also appears in R. Ramaer’s book [9: p23] and A.E. Durrant’s book. [1: p66]
Kenya-Uganda
An ‘MT’ class locomotive in ex-Works condition at the Queen’s Park works of the North British Locomotive Co. [1: p66]
Mallets were the first articulated locomotives to operate in East Africa. Mallets were introduced on the Uganda Railway in 1913. A.E. Durrant notes that they consisted of “a batch of eighteen 0-6-6-0 compound Mallets to what was the North British Locomotive Co’s standard metre-gauge design, as supplied also to India, Burma, and Spain. They had wide Belpaire fireboxes, inside frames and piston valves for the high pressure cylinders only. Built at Queens Park works in 1912-1913, these locomotives entered service in 1913-14 and remained at work until 1929-30, when they were replaced by the EC2 and EC2 Garratts.” [1: p66]
North British Class ‘MT’ Mallets arrived in Kenya just before the start of WW1. [2]
These locomotives were given the classification ‘MT’ within the Uganda Railway fleet. Disappointing performance and high maintenance costs led to them being relegated to secondary duties and eventually being scrapped in the late 1920s as the Beyer Garratt locomotives began to arrive. [2] Their presence on the system was heralded by, “Railway Wonders of the World,” with the picture shown below. [3]
An ‘MT’ class Uganda Railway locomotive as illustrated in ‘Railway Wonders of the World’. [3]
References
A.E. Durrant; The Mallet Locomotive; David & Charles, Newton Abbot, Devon, 1974.
Kevin Patience; Steam in East Africa; Heinemann Educational Books (E.A.) Ltd., Nairobi, 1976.
Uganda has begun restoring a disused branch of a railway line built under the British Empire, which it hopes will offer a cheaper way to transport goods to neighbouring countries. … Work has begun to restore nearly 400 kilometres of the tracks between Tororo in eastern Uganda, near the border with Kenya, and Gulu in the north, near South Sudan.
“Our ambition is to move all long-distance bulk cargo transportation onto rail from roads in a few years because rail is cheaper in terms of cost and time,” a spokesperson for for state-run Uganda Railways Corporation, John Linnon Sengendo, told Reuters news agency.
Uganda decided to revamp the old network after plans to build a separate, modern line failed to secure funding from China.
The government cancelled its contract with a Chinese firm earlier this year and is now seeking a new contractor for the project, which would see the construction of a standard gauge railway linking the Ugandan capital Kampala to the Kenyan border, where it would join up with Kenya’s modern lines.
Another Chinese contractor, China Road and Bridge Corporation, will repair the old line over two years at a cost of 200 billion shillings (50.6 million euros) to the Ugandan government, Sengendo said.
Uganda’s railway network fell into disrepair during the country’s economic collapse in 1970s and early ’80s.
Ugandan officials hope once the link is restored, rail will replace trucks in shipping transit goods to South Sudan and north-eastern Democratic Republic of Congo.
Under its East African Railway Master Plan, the East African Community regional bloc is aiming to revive lines serving Tanzania, Kenya, Uganda and extend them to Rwanda and Burundi. Ultimately it hopes to add South Sudan and Ethiopia to the network too.
A recently relaid section of metre-gauge track in Kampala, (c) Sylvia Katushabe
Uganda’s planned overhaul of the metre gauge railway to cut transport costs on the Northern Corridor and improve trade competitiveness has entered its final stages, even as the country faces a shortage of equipment, wagons, and trains.
The EastAfrican has learnt [that] Spanish firm Imathia Construction has completed replacing steel sleepers with concrete beams on the Namanve-Kampala section of the line, which is expected to be handed over this month, Uganda Railways Corporation (URC) publicist John Lenon Sengendo said, adding that the contractor will then embark on the final section, Namanve-Mukono.
This will be the second section of the track to be completed after rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed a year ago. While the Malaba-Namanve metre gauge track is now in fair condition, importers, exporters, and shippers remain sceptical about switching to rail, citing a shortage of rolling stock and inefficiency, which has resulted in 90 percent of traffic on the Northern Corridor being carried by road and only about seven percent is carried by rail because of the poor state of rail infrastructure.
As a result, transport costs are comparatively high on the Northern Corridor, ranging from 20 cents to 25 cents per tonne per kilometre for road transport, while the cost for rail transport ranges from US cents 6 to US cent 12 per tonne per kilometre, depending on the type of cargo.
The shortage of rolling stock is partly blamed on URC. A June 2022 Uganda’s Auditor General after reviewing URC’s asset register, had 521 wagons located in different parts of Kenya.
But only 128 wagons exist, leaving a balance of 393 wagons unaccounted for, raising fears of a possibility of URC overstating its asset values in the financial statements.
[A] URC accounting officer explained that “there were many wagons left in Kenya by RVR (U) Ltd upon concession termination. A repatriation exercise to return these assets to Uganda commenced in July 2021 and by December 2021, a total of 243 wagons had been brought back.”
Under this project, Uganda is to buy 3,000 horsepower locomotives by 2026. The number of Uganda government-owned wagon ferries is also expected to increase from the current two to four, a development set to help URC meet the growing traffic demand on Lake Victoria.
The other financiers are the African Development Bank, which will provide $233.2 million, and the African Development Fund to provide $100.7 million – both concessional loans to finance the construction and purchase of rolling stock, which includes locomotives, wagons and coaches.
URC’s target is to move cargo from road to rail, and we expect to be moving six million tonnes a year.
In its efforts to revamp the metre gauge railway, Uganda is also reviving the route from Tororo in Eastern Uganda to Gulu City in the north. The line is currently under construction. Significantly, the city also hosts the Gulu Logistics Hub, whose phase one is also under construction. … The hub – which will be rail-linked – was planned as a strategic location connecting to the growing markets of Congo and South Sudan.
Kenyan government to spend $731m on new trains, SGR revamp
An SGR cargo train at the Naivasha Inland Container Depot in Kenya. Kenya’s National Treasury report shows Transport ministry will receive $714.7 million for the “Development of Standard Gauge Railway” between July this year and June 2026. [2]
The government of Kenya has stepped up expenditure on the Nairobi-Mombasa standard gauge railway (SGR) with a plan to hit Ksh100 billion ($731.53 million) in the next three years to revamp the line, build new sidings and buy more locomotives and cargo wagons.
A report by Kenya’s National Treasury shows that the country’s Transport ministry will receive an additional Ksh97.7 billion ($714.7 million) for the “Development of Standard Gauge Railway” between July this year and June 2026.
This reverses a trend where the previous government had cut allocations to the SGR and will push the spending related to this line beyond KSh780 billion ($5.7 billion) by June 2026.
Beginning July, the Kenyan government has allocated Ksh37.4 billion ($275.79 million) from the Railway Development Levy Fund (RDLF) for the Nairobi-Mombasa SGR.
A Mombasa-bound SGR passenger train on the extended viaduct in the ‘Maneaters Area’. The line is set at high level to allow the safe passage of wildlife, (c) Wachira Mwangi. [2]
The bulk of the allocation, according to the breakdown shared with the Business Daily from transport, has been earmarked for the acquisition of additional locomotives and freight wagons at a cost of Ksh11.9 billion ($87.1 million).
Kenya last bought its 1,620 locomotives and wagons from China in 2018.
State had no plans for extension – The allocations to transport ministry show that the government had no plans to extend the SGR beyond Naivasha to Kisumu and finally Malaba in the next three years.
The rest of the funds, which have been allocated under the “Mombasa to Nairobi SGR” vote will largely be used to build new feeder lines and rehabilitate the old metre gauge railway (MGR) lines.
Charged at the rate of two percent, the Railway Development Fund (RDF) is levied on all goods imported into the country for home use.
“The purpose of the levy shall be to provide funds for the construction of a standard gauge railway network in order to facilitate the transportation of goods,” reads part of the Miscellaneous Fees and Levies Act which establishes the kitty.
Budgetary allocations for the acquisition of locomotives and wagons are projected to increase to Ksh16 billion ($117 million) in Financial Year 2024/25 and Ksh22.2 billion ($162.4 million) in the Financial Year 2025/26 taking the total allocations for the three years to Ksh50.1 billion ($366.5 million).
Another Ksh5.9 billion ($43.16 million) will be spent on the rehabilitation, remanufacturing or overhaul of locomotives, wagons and coaches, according to a breakdown of the Ksh37.4 billion ($273.6 million) allocation.
The new feeder lines will link some of the sections of the modern railway such as the Mombasa SGR Terminus to critical urban centres.
This includes Ksh4.48 billion ($32.77 million) for the construction of the Riruta-Lenana-Ngong Railway Line and Ksh2.96 billion ($21.65 million) for the construction of a Railway Metro Line linking Embakasi Station and Ruai town.
In the next 12 months, the government will also build a new 2.8-kilometre Metre Gauge Railway (MGR) link from Mombasa SGR Terminus to Mombasa MGR station at a cost of Ksh2.5 billion ($18.29 million).
These funds will also be used to construct a railway bridge across the Makupa causeway that links Mombasa Island to the Kenyan mainland.
New MGR line – A new Metre Gauge Railway (MGR) line linking the Naivasha Inland Container Depot to the existing Longonot Railway Station has been allocated Ksh1.6 billion ($11.7 million) in the next financial calendar.
The construction of a Railway Metro Line connecting Athi River Station to the East African Portland Cement has been allocated Ksh400 million ($2.93 million).
This is projected to rise to Ksh1.17 billion ($8.56 million) in the Financial Year starting July next year and Sh1.36 billion in Financial Year 2025/26.
Another Railway Metro Line connecting Athi River Station to NSSF and Mavoko will absorb Ksh450 million ($3.3 million), a figure that is set to increase to Ksh1.56 billion ($11.4 million) and Ksh1.89 billion ($13.83 million) in 2024/25 and 2025/26.
The money will also be used to rehabilitate the line between Longonot and the Western border town of Malaba, which is aimed at facilitating the movement of cargo from the port city of Mombasa to Uganda.
Also in this border town, which is prone to congestion, the State plans to build Malaba Cargo Handling Yard. Around Ksh474 million ($3.45 million) has been set aside for this project.
Other spending items will be the acquisition of plant and equipment, which shall take up Ksh3.8 billion ($27.8 million) in the next fiscal year, Sh1.1 billion in Financial Year 2024/25 and Ksh600 million ($4.4 million) in the Financial Year 2025/26.
Logistics Hub – A logistics hub is planned for Athi River with the state putting aside Ksh1.125 billion ($8.23 million).
The allocation for this planned logistics hub will reduce to Ksh375 million ($2.74 million) in the year ending June 2025.
Initial plans were to extend the SGR to Uganda; however, this has since stalled with the Treasury not getting funds for the extension to Kisumu and finally to Malaba.
Murkomen at the beginning of this year said the Kenya Kwanza administration in partnership with the Chinese government is keen on extending the SGR from Naivasha’s Mai Mahiu to the border of Uganda through a five-year plan that will see the multibillion-dollar railway line run through Narok, Bomet, Nyamira, Kisumu, and Malaba.
“In the long run, we would like to complete the connection of the SGR from Suswa to Kisumu through Bomet, Nyamira, parts of Kisii and later to Malaba. Later, we can think of upgrading the existing MGR via Nakuru to Kisumu and via Eldoret to Malaba,” he said on December 15, 2022.
With the additional expenditure, the government hopes the country’s most expensive piece of infrastructure will help to grow the economy and improve the standard of living for Kenyans.
The administration of former President Uhuru Kenyatta borrowed Ksh656.1 billion ($4.8 billion) in three tranches for the construction of the two phases of the SGR, contributing to a major build-up of Kenya’s stock of debt.
Kenya will use Ksh11.9 billion ($87 million) to acquire rolling stock that will be used to ferry cargo on the SGR from Mombasa to Naivasha.
Grand $15 billion plan to expand Kenya SGR to Kisumu, Malaba, Isiolo
The standard gauge railway line at the Naivasha Inland Container Depot, a transhipment hub for Kenya’s SGR from Mombasa, which is to extend to the proposed Malaba railway line in Uganda. [3]
Kenya has set sights on a Ksh2.1 trillion ($15.3 billion) plan to extend the standard gauge railway (SGR) to Kisumu, Malaba and Isiolo by the end of June 2027, a government document seen by the Business Daily shows.
According to the plan, the State Department of Transport will build another 2,746 kilometres of the SGR at $15.3 billion, a move that will push the total spend on the modern railway to more than Ksh2.75 trillion ($20 billion).
The plan, lifted from the Jubilee Government’s grand scheme on SGR (so far Kenya’s most expensive project), is part of the Ksh3.42 trillion ($24.9 billion) Lamu Port South Sudan-Ethiopia Transport (Lapsset).
Lapsset is aimed at opening up northern Kenya and revamping the northern corridor by spurring movement within Kenya, South Sudan and Ethiopia.
It is an ambitious scheme that will not only see the modern railway reach the border town of Malaba via Kisumu, as it was initially envisioned, but also Isiolo, Moyale and the island of Lamu.
The line will move from Mariakani in Mombasa County to Lamu to Isiolo. From Isiolo, the SGR will be connected to the northeastern town of Moyale which borders Ethiopia.
From Isiolo, the government will extend the SGR to Nairobi, connecting the country’s capital city and commercial hub to northern Kenya and finally to Ethiopia.
From Naivasha, the SGR is extended to Malaba through Kisumu.
The bulk of the financing for these additional kilometres of the SGR, around Ksh1.8 trillion ($13 billion), will be from external financiers that the document has not revealed while the rest will come from the Kenyan government.
So far, the SGR from Mombasa to Naivasha has been financed by the Chinese at a total cost of Ksh656.1 billion ($4.7 billion)
The longest stretch of the planned SGR, 753.2 kilometres, will be from Isiolo to Nakodok, a small town near the border between Kenya and South Sudan.
The Transport Ministry, headed by Kipchumba Murkomen, has cost this phase of the SGR at Ksh443.2 billion ($3.2 billion).
From Lamu to Isiolo, a distance of 544.4 kilometres, the Ruto administration plans to build the rail line at Ksh348.7 billion ($2.5 billion).
From Isiolo to Moyale, a distance of 475.9 kilometres, the country is expected to use Ksh317.8 billion ($2.3 billion) to build a new SGR line.
The line connecting Mariakani to Lamu of 325.3 kilometres will cost Ksh257.3 billion ($1.8 billion).
Locations on Kenya’s planned SGR network. [3]
There will be another line of 278 kilometres connecting Nairobi to Isiolo that will consume Ksh239.2 billion ($1.7 billion).
Phase 2B of the SGR from Naivasha to the lakeside city of Kisumu will cost Sh380 billion while the last leg, 2C, from Kisumu to Malaba bordering Uganda will take another Ksh122.9 billion ($896 million).
The document from the State Department of Transport reveals what appears like a near-impossible feat of the government wanting to complete the entire transport circuit in four years from 2023 to 2027.
Although the ministry’s document indicates that construction of these railway lines is to begin at the start of July this year, no budgetary allocation has been made for the SGR for the next three financial years.
In 2014, the government entered into a tripartite agreement with the governments of Rwanda and Uganda to construct a standard gauge railway from Mombasa through Kampala to Kigali, Rwanda.
However, the SGR ended abruptly in Naivasha with China reportedly declining to finance the last leg of the modern railway after failing to strike an agreement with Uganda.
The new administration of President Ruto has rekindled plans to complete the SGR.
Through a partnership with the Chinese government, Mr Murkomen said earlier this year the government wanted to extend the SGR from Naivasha’s Mai Mahiu to the border of Uganda through a five-year plan that will see the multibillion-dollar railway line run through Narok, Bomet, Nyamira, Kisumu, and finally Malaba.
“In the long run, we would like to complete the connection of the SGR from Suswa to Kisumu through Bomet, Nyamira, parts of Kisii and later to Malaba. Later, we can think of upgrading the existing MGR via Nakuru to Kisumu and via Eldoret to Malaba,” the CS said in a statement on December 15 last year.
The Transport Ministry has been allocated Ksh100 billion ($729 million) from the Railway Development Levy Fund (RDLF) for the next three years to revamp the existing SGR line from Mombasa to Naivasha via Nairobi and build new sidings.
The money will also be used to buy more locomotives and cargo wagons, which are aimed at improving the freight capacity of the modern railway which is still facing cut-throat competition from trucks.
Plans to revamp the SGR involve mostly building new metre gauge railway (MGR) or rehabilitating them.
New Concrete Sleepers for the Metre-Gauge in Uganda
New Vision reported that, on 1st September 2023, President Yoweri Museveni opened a new Concrete sleeper making facility at Kawolo, Buikwe District, Kampala. The sleepers are to be used in the rehabilitation of the metre-gauge railway line.
The traditional steel sleepers are no longer in favour. Thefts and vandalism mean that alternatives have had to be sought. [6]
The old steel sleepers on the right. The new concrete sleepers in ballast on the left. [7]
The sleepers are being used on the Kampala to Namanve line before being rolled out to other projects. The construction of the factory valued at over 19 million Euros (about 76 billion Uganda Shillings) started in June 2020.
On-going work on the Kampala to Namanve line. [8]
The use of concrete sleepers on the suburban lines will be supplemented by the procurement of diesel multiple units and additional coaches.
“In August 2020, URC said the Government had secured funding from the Spanish government and African Development Bank (AfDB) to the tune of shillings 1.3 trillion to revamp the Metre Gauge Railway by rehabilitating about 250 kilometres from Malaba to Kampala.” [6]
On 1st February 2024, work on the Kampala to Namanve line was close to completion and a predicted opening in March 2024. [9]
Kenya Railways puts proposed Lapsset SGR costs at $16 billion: bulk on Isiolo-Nakodok line
Kenya will need at least Ksh 2.4 trillion ($16 billion) to construct a proposed Standard Gauge Railway (SGR) on the Lamu Port-South Sudan-Ethiopia-Transport (Lapsset) corridor, according to projections by the Kenya Railways Corporation.
According to the parastatal, it would cost Ksh 523.05 billion ($3.49 billion) to build a 544.4 km SGR link to connect Lamu and Isiolo and a further Ksh 476.7 billion ($3.178 billion) to extend the line from Isiolo to Moyale over a distance of 475.9 km.
The largest spending would be on constructing the SGR line from Isiolo to Nakodok town on the border between Kenya and South Sudan over a distance of 753.2 km at a cost of Ksh664.65 billion ($4.431 billion).
Kenya Railways has estimated that a further Ksh 358.8 billion ($2.392 billion) will be required to link Isiolo and Nairobi via SGR over a distance of 278.6 km and a further Ksh 385.95 billion ($2.573 billion) for the 325.35 km stretch between Lamu and Mariakani.
The entire stretch will cover a total of 2,377.45 km, translating into a cost of Ksh 1 billion ($6.667 million) for every kilometre of the SGR.
But the cost of undertaking such a colossal venture, which would be by far the most expensive in Kenya’s history, will be far higher than Kenya Railways’ estimates considering the company did the costing at an exchange of Ksh150/US dollar.
The parastatal has nonetheless expressed confidence in raising Ksh275.9 billion ($1.84 billion) or 11.4 percent of the total project cost by the financial year 2027/28 through funding from the government, collections from the Railway Development Levy Fund (RDLF) and loans.
Kenya in 2014 began construction of Phase 1 of the SGR line between Mombasa and Nairobi covering 472km. Phase 2A Nairobi-Naivasha (120km) was constructed in 2017. The project was funded by a $5.08 billion loan from China.
“The SGR line has led to expansion of the Inland Container Depot (ICD) in Nairobi at Embakasi, and construction of the ICD – Naivasha at Mai Mahiu,” said Kenya Railways.
The firm added: “This has contributed to decongestion of the seaport of Mombasa and facilitated seamless transit of goods destined to Western Kenya and neighbouring countries.”
Already, two studies have been undertaken to explore the feasibility of a Lapsset corridor railway by Japan Port Consultants in 2009 and China Civil Engineering Construction Company (2015). The latter study estimated the cost of the project at $10.4 billion with a financial rate of return of between nine percent and 12 percent.
The proposal to build an SGR line along the Lapsset corridor is however not feasible yet as the Lapsset project has failed to take off due to lack of funding as well as insecurity. Kenya is also facing a huge debt pile which has been worsened by the rapid depreciation of the Kenyan shilling leading to a surge in foreign currency external loans.
John R. Day wrote two volumes in the early 1960s about the railways of Africa. The first was about the southern area of the continent and entitled, unsurprisingly, ‘Railways of Southern Africa’. [1] The second volume was entitled ‘Railways of Northern Africa’ and dealt with the remainder of the continent. [2]
An on-line acquaintance very kindly sent me a copy of the chapter from that second volume which covers British East Africa. Today, the chapter title would give cause for some concern, but colonial attitudes still held sway in the 1960s. [2: p24-41]
Reading that chapter piqued my interest and I managed to pick up a secondhand copy of the book at a reasonable cost.
I have written a series of articles about the Uganda Railway and its successors in Uganda and Kenya. Those articles can be found here on my blog (rogerfarnworth.com). [3] These articles begin with a history of the mainline and then follow the route of the railway West from Mombasa. Later articles pickup on one of the volumes about the history of the railways in East Africa which were written by M.F. Hill. [4]
Day begins his chapter on British East Africa by quoting from Sir Winston Churchill’s My African Journey, which highlights what was very true in the very early years of the 20th century, “that the Uganda Railway did not pass through Uganda. It was a railway to it, not of it. ‘It stops short of the land from which it takes its name, and falls exhausted by its exertions and vicissitudes, content feverishly to lap the waters of the Victoria Nyanza.'” [4: p24][5]
The Uganda Railway: this map of the route of the line is included in Winston Churchill’s My African Journey. [5]
Day also remarks on the level of vitriol which was directed at the Uganda Railway during its construction, quoting The Railway Gazette of 1911, “It is doubtful whether any project has been so roundly abused and so soon proved successful as the Uganda Railway. Politicians of all shades of opinion had their fling at it in turn, and it was condemned as a permanent money-sink. Yet it went on being built, slowly but surely, and in the second year of full public operation earned a profit over its working expenses.” [6] Day goes on to state boldly that it was this railway from Mombasa to Lake Victoria which created modern Kenya!
In Day’s book a short note follows about the thinking which brought the Railway into being: “The Imperial British East Africa Company, formed in 1888 from the British East Africa Association, played an important part: one of its main objects was to suppress the slave trade. In 1890, the Company arranged for 60 miles of narrow-gauge railway to be built. From England came 65 miles of 2 ft. gauge track and from India came labourers: only seven miles were built, but it was named the “Central Africa Railway”. Later it was pulled up and the material re-used for a tram-line in Mombasa.” [2: p24][7]
“Apart from the desire for good communications with Uganda, which, besides being a desirable territory in itself, controlled the head-waters of the Nile and thus much of the economy of Egypt and the Sudan, it was thought that the railway would end the slave trade. The argument was that the slaves travelled with the caravans, but once the railway was built it would so speed up and cheapen travel that the caravans would cease.” [2: p24]
Robert Clemm argues that “the territory of what would become the British colony of Kenya was little regarded by Europeans during the mid-to-late 19th century. At that time, it served as little more than a barrier to cross to places more renowned and important. For explorers who wished to verify if the reports of a snow-cappedmountain in Africa were true, it was simply a land to traverse on the way to Mount Kilimanjaro. For British officials in the aftermath of the Berlin Conference of 1884–1885, it was a land necessary to possess not for its own intrinsic worth, but only as a means to stabilize “effective occupation” and to preserve British dominance. For officers of the Imperial British East Africa Company, it was an obstacle to surmount to gain access to the much richer lands of Uganda. The construction of the Uganda Railway, however, radically changed the perception, and, by extension, the nature and history of Kenya. … The Uganda Railway was a piece of technology crafted to solve the joint political and economic concerns of the British Government in eastern Africa. In linking the coast firmly to Uganda it would solidify British control over a region contested by German colonial enthusiasts, and would ensure the prosperity of the regionthrough the expected transport of cash crops to the coast. … As much as the Uganda Railway seems to present yet another example ofthe importance of technology generally, and the railway specifically, to the process of imperialism, it goes well beyond that. The “Lunatic Express,” as the Uganda Railway was nicknamed, illustrates the power of technology to create and transform well in excess of our own intentions. While its creators simply wished to solve the technical question of linking important regions via a stable transportation network, the railway fundamentally transformed the land over which it crossed. The transformation went beyond that of the physical land-scape, which would be leveled and etched with rails and ties, and extended to the very understanding of what Kenya was.” [8: p133f]
Mervyn Hill’s first volume, [4] demonstrates the way in which the Uganda Railway fulfilled the role that Clemm describes.
Day continues, in his chapter on British East Africa, to outline the survey work of a team of three Royal Engineers led by Captain J.R.L. Macdonald which sought the best route to Lake Victoria. Day comments that Macdonald “was concerned only to find the quickest and cheapest way from the coast to Lake Victoria: no one at that time was bothered about the highlands of Kenya.” [2: p25]
Day notes that the election of Lord Salisbury’s Conservative government in Britain in 1895 finally resulted in a decision to build the railway. He describes the decision taken in 1896 to build the line to metre-gauge as ‘unfortunate‘. It was a decision “based on the assumption that, as many Indian railways were of this gauge, rolling stock could be obtained quickly if needed in an emergency.” [2: p26] Day does not state why he sees the decision as unfortunate. It may possibly be because other railways on the continent were being built to a gauge of 3ft 6in, rather than metre-gauge.
Construction started with a 1,700ft timber viaduct connecting Mombasa Island to the mainland. This remained in use until an iron bridge was opened to traffic in July 1901. Day reports that relatively quick progress was made in 1896 with the railhead being 23 miles from the coast by the end of the year.
The story of the construction work in 1896-1898 was, however, a troubling one. “By the end of 1896, the number of Indian labourers had risen to about 4,000; but more than half suffered from malaria, which also attacked the European staff. Troubles continued to dog the work in 1897 and 1898. An outbreak of bubonic plague in India dried up the labour supply for months. All the camels and all but six of the 800 donkeys used to carry supplies died, as did over a third of the mules and more than nine-tenths of the oxen. Water had to be brought by train to supply the labourers. Transport beyond railhead was eased later by the importation of four traction engines and trailers.” [2: p27]
A revolt in Uganda and a mutiny by Sudanese troops saw the incomplete railway transporting large numbers of troops about 100 miles from the coast and it was the successful use of the railway by the military which gave greater impetus to the construction work.
The first 100 miles of the line has been opened to freight at the end of 1897, and to passengers early in 1898. In December 1898, a delay of three weeks with work completely shut down was caused by attack on workers by two lions. These attacks continued into 1900 and meant that the pace of the work was slower than it might have been. Nonetheless, by the end of 1897 rails were 256 miles from the coast.
By the end of May 1899 the rails had reached what became Nairobi and the railway headquarters were built there. “By the end of 1899, more than 18,000 Indian labourers were at work and the line was pressing on from Nairobi toward the escarpment and the site of the inclines. The first few months of 1900 brought heavy rains and partly washed away the earth- works east of Nairobi, causing delays. By this time the survey had been completed to the lake by a shorter route than that first envisaged, the locomotive stock had increased to over 90, and there were about 175 passenger vehicles and 900 wagons of various types.” [2: p29]
Day comments that a “new route had been found into the Rift Valley which avoided the reversing stations which Macdonald had thought necessary. At first, however, the Chief Engineer decided to use a funicular railway to carry material down into the Rift Valley so that the railway could be continued towards Lake Victoria without wait- ing for the permanent line. The vertical height of the funicular was just over 1,500 ft. and it was in four sections. The top section was at 1 in 6, the two middle sections at 1 in 2 and the bottom section at about 1 in 11.” [2: p28f]
“On the top and bottom inclines, full wagons going down pulled the empty ones up again. On the centre sections, built to a gauge of 5 ft. 6 in., wagons were carried on special trucks so built as to have a horizontal deck on which were metre-gauge tracks for the railway wagons. These special trucks were hauled by a 1 in. dia. steel wire rope passing round a power-driven drum at the top of the incline. All four inclines were double track, but the lower portions of the 1 in 2 section were of gauntletted track, i.e. the two tracks were interlaced. A temporary railway led from the foot of the incline to the permanent line of route at a point 375 miles from Mombasa. The inclines enabled the railway to advance another 170 miles before the permanent alignment was finished into the valley and the funicular was taken out of use in November, 1901.” [2: p29]
March 1901 saw the railhead having reached 483 miles West of Nairobi, 17 miles behind the earthworks. The line reached Port Florence (later Kisumu) on 19th December 1901. It cost around £5.5 million and climbed more than 6,000ft en-route from Mombasa. Very soon minds turned towards extending the line to Uganda to avoid the need for the transshipment of goods onto and off lake steamers. Uganda was a different world to Kenya. “Sir Charles Eliot wrote in 1903: ‘To cross the lake [to Uganda] is like visiting another continent. The country is cultivated and thickly populated. There are good roads, fences and houses all constructed by the natives. The people are all clothed, and it is a reproach not to be able to read and write.’ The contrast with Kenya as it them was could not have been greater.” [2: p30] It is easy to see why Uganda was a target for colonial powers.
Winston Churchill continued his advocacy for an extension of the railway into Uganda. A deep water pier at Killindini was funded by the British government by means of a loan and £60,000 was allocated for the construction of a ‘tramway’ between Nairobi and Thika in Kenya. The ‘tramway’ was built to the same gauge as the railway and with gradual improvement over the years, became a defacto branch line.
An extract from a map produced by East African Railways and Harbours which shows the branch line heading away from the main line at Nairobi and running through to Thika and beyond. [2: p23]
Churchill’s advocacy resulted in the construction of a line between Jinja on Lake Victoria and Kakindu on the Nile and permitting access to Lake Kioga. The terminus was relocated during construction to Namasagali. The line was given the name, ‘The Busoga Railway’ and opened in 1912. I have written about this line and the article can be found here. [9]
A branch line to Lake Magadi was also constructed, running from Konza (282 miles from Mombasa) to the lake. It was around 100 miles in length. The Lake Magadi Soda Co. was formed in 1911 and later acquired a 99-year lease of the area and powers to build a pier at Kilindini. The branch line was complete in 1915. The line is referred to here and a pictorial record of a visit in the 1990s is included in that linked article. [10]
Another extract from a map produced by East African Railways and Harbours which shows the branch line heading away from the main line at Konza and running through to Magadi. [2: p23]
In the early years of the 20th century traffic on the mainline increased significantly. “In 1902, there were three or perhaps four trains a week in each direction. In 1912 there were 50 or 60: the working profit was £134,000.” [2: p32]
After WW1 the possibility of a line to the Uasin Gishu plateau was reconsidered. It was hoped that this line might eventually result in a further extension into Uganda. There was some heated argument about the best route for this line before work commenced on the new line from a junction at Nakuru in the the last few weeks of 1921. By 1923, a line as far as Sabatia was in use.
Another extract from a map produced by East African Railways and Harbours which shows the new line heading away from what was the main line at Nakuru and running through Sabatia, Equator and Timboroa. [2: p23]
The network continued to develop. The Thika line was extended to Nyeri. Work in the West of Kenya was also moving forward, decisions were taken to: extend the Usain Gishu line; create a branch to Mbale (in Uganda) from Tororo on the border; build a line from Rongai to Solai in Nakuru District; and a branch from Leseru to Kitali. All of these, bar the Mbale branch, were under construction by the end of 1924.
“In 1926, the name of the railway was changed from the Uganda Railway to the Kenya and Uganda Railway, and at the end of that year 1,128 miles of railway were open.” [2: p34] By January 1928 the line reached the River Nile and an extension to Kampala from Jinja was under consideration.
In 1927, a further name change to ‘Kenya and Uganda Railways and Harbours’ was in place and more powerful locomotives were introduced with an increase in rail weight to 80lbs/yard on the length from Mombasa to Makindu. A new causeway was under construction to link Mombasa Island to the mainland. The causeway made room for both road and rail and was completed by a 5-span bridge. The Nyeri Branch was completed mid-year. The Branch to Mbale, extended to Soroti, was under construction and a branch from Gilgil to Thomson’s Falls was agreed.
A further extract from the East African Railways and Harbours map which shows the branch from Rongai to Solai, the branch from Gilgil to Thomson’s Falls and a length of the Nyeri branch. [2: p23]
Construction of the Thomson’s Falls Branch commenced at the beginning of 1928 and was completed by August 1929. The Soroti Branch was completed by September 1929 and the branch from Kisumu to Yala by November 1930. The Naro Moru Branch was extended to Nanyuki (visible to the right side of the image above) by October 1930.
“The Jinja-Kampala line was started in early 1929 and the 58-mile line made such progress that track-laying was finished in January 1930. The inauguration has to wait for the completion of the bridge across the Nile, opened by the Governor of Uganda on 14th January 1931.” [2: 35f]
A portrait of East African Railways 59 class Garratt locomotive no. 5902, before it was named ‘Ruwenzori Mountains’. East African Railways and Harbours – A.J. Craddock’s personal collection of EAR&H publicity photos given to him during a visit to the Nairobi HQ in 1954 (EAR&H negative 961/1) – Public Domain. [11]
Engineers and surveyors were at work in Western Uganda in the 1930s looking for ways to connect through to the Congo but the world depression of the 1930s hampered any significant expansion of the network. Only a short length from Yala to Butere was completed. Trade improved in the late 1930s and new passenger and rolling stock arrived by 1939, along with six powerful Beyer Garratt Locomotives. WW2 brought a reevaluation of priorities, railway workshops were turned over to military uses. New lines were considered if they would enhance the war effort. One of these was an extenion of the Nairobi-Thika Branch to the North. A great deal of effort was put into the building of this line which in the end proved of little value as its intended use was overtaken by the speed of the military advance North from Kenya.
After the war, a line to the Kilembe Copper Mine was deemed essential. A route had been surveyed before WW2 and the idea was resurrected in 1950. Kilembe was expected “to produce 20,000-25,000 tons of copper and 1,500 tons of cobalt a year. The Government of Uganda came to the conclusion that a line would be justified and that the area through which it would run would be suitable for crop growing and cattle ranching.” [2: p37] The project was approved in January 1952, work began in the same month. The line was open to Mityana by August 1953 and to Kasese in August 1956. The construction work was demanding. Day tells us that “up to 5,000 men at a time worked on the new line, which ran in places through thick forest and in others demanded heavy earthworks. Embankments were needed to cross the papyrus swamps which the line traverses for some 40 miles of its route, and there are 24 bridges. The Lake George swamp demanded a four-mile earth embankment containing 18 million cubic feet of earth and included gaps spanned by three 60 ft. bridges. The swamp is fed by streams from the Rift escarpment and from the Ruwenzori Mountains, and concrete piers had to be sunk 40 ft. into the swamp to support the ends of the bridge spans.” [2: p38]
“Where the railway drops down into the Western Rift Valley a great spiral was built to take the line down part of the 1,000 ft. difference in level. Apart from excavation and moving 60 million feet of earth on this and other parts of the escarpment stretch of line, blasting had to be undertaken where rock barred the way. When the rails reached Kasese, with the Ruwenzori Mountains just beyond, railhead was 1,080 miles from the sea. Traffic was flowing from the mines over the £5 million line to the smelting plant at Jinja, 263 miles away, by the end of the year.” [2: p38]
In 1950 a main line realignment between Nakuru and Nairobi (113 miles) was completed at a cost of £2.25 million, shortening the journey by 10 miles and easing gradients. “It included the 2,500ft Limuru tunnel and another at Gilgil in the side of the Great Rift Valley.” [2: p38]
In 1955, the railways in East Africa had their most successful year. Day tells us that the annual report for 1957 reviewed the decade since the war and the formation (in 1947) of the larger East African Railways and Harbours Co. with the inclusion of what were originally German colonial lines in Tanganyika (Tanzania): “Public goods on the inland transport services had increased from 2.6 million tons a year in 1948 to 3.8 million tons in 1957, and ton-mileage from 769 million to 1,454 million. (in 1962 traffic had risne to4.15 million tons and 1,661 million ton-miles.) The tonnage of imports and exports passing through East African ports rose from 3.1 million to 4.4 million. The locomotive stock rose from 234 in 1948 to 461 in 1957 and the number of wagons rose from 5,764 t0 9,594. The route mileage increased from 2,930 to 3,375.” [2: p39]
At the end of 1957, locomotive stock consisted of, “129 Beyer-Garratt, 222 tender, and 58 tank locomotives as well as 46 diesels. There were 994 coaching vehicles.” [2: p39]
1957 was a pivotal year for traction on the network. The Southern section (Tanganyika) was primarily run by diesel locomotives and railcars and some diesels were in use on the Magadi branch. 1958 saw ten new diesels (1,850h.p.) ordered and over the next few years significant expansion continued. Independence for Tanganyika (Tanzania) in 1961 put in doubt the continuing use of the Southern section as the new state would need to fund at least £200,000/year to keep the system.
In May 1963, an international committee of inquiry recommended that all steam motive power should be replaced by standardised diesel-hydraulic locomotives. Days final comment is that this would be a major undertaking as at the time 406 steam locomotives remained against 56 diesels(of which some of the largest were diesel-electrics) [2: p41]
It is at this point that Day’s history of the East African lines comes to a halt. He was unable to catalogue events of the later 1960s and beyond. His book was published in 1964.
A more detailed history can be found in M.F. Hill’s book Permanent Way: the story of the Kenya and Uganda Railway. [4] This book can cost significant sums on the secondhand market. I have produced a series of articles on it which begin here. [12]
References
John R. Day; Railways of Southern Africa; Arthur Barker, London, 1963.
John R. Day; Railways of Northern Africa; Arthur Barker, London, 1964.
This post includes a selection of news items about Kenya Railways in the period from 2018 to the Autumn of 2022. The items included are by no means exhaustive but they might be of interest! ……..
The Birth of a Nation: preserving records on the Kenya-Uganda railway line (EAP1143)
In 2018 the British Library funded a small pilot project undertaken in Nairobi Railway Museum’s archive. This was a low cost 6 month pilot which identified the condition of the archived documents and photographs and improved storage and access to them.
The photographs which were digitised all seem to predate the construction of the railway and document the life and times of people who lived on its route. [1]
The Standard-Gauge Line
In 2018, NPR reported that the “Standard Gauge Railway station in Nairobi is easily the most impressive public building in Kenya.” [8] The station is “adventurous. It’s all gray and modern. Geometric shapes form an abstract locomotive, and red neon announces the “Nairobi Terminus.”” [8]
The Standard-gauge Railway Station at Nairobi. [8]
NPR continues: “The train runs 293 miles from Kenya’s capital city to the port of Mombasa and back twice a day and represents the biggest infrastructure project since Kenya’s independence 54 years ago. The Chinese financed it; a Chinese company built it; and the Chinese will operate it for many years to come. … The project, which launched in the summer of 2017, has not only come to signify Kenya’s ambitions, but also China’s ambitions on the African continent. In the past decade, China has become the biggest lender to governments in Africa. The money has helped build ports, roads, bridges, airports and trains. But critics warn the loans are full of traps that could leave African countries in the lurch. Kenya alone owes $5.3 billion to China.” [8]
On 16th October 2019, VOA News reported that Kenya opened the second phase of the Standard Gauge Railway Project: “Kenya’s President Uhuru Kenyatta officially opened on Wednesday the second phase of his flagship infrastructure project: a Chinese-funded and built railway that will eventually link the port of Mombasa to Uganda. … The latest stretch of track cost $1.5 billion and runs from Nairobi to the Rift Valley town of Naivasha.” [9]
After the official opening, the president then joined the first ride along the line. … “The train stopped at every station, where a cheering crowd awaited the president. He promised them that the new railway will bring prosperity. … Kenyatta said that if the railway comes here, development also comes here.” [9]
The new track is 120 kilometers (75 miles) long and has 12 stations. Passengers can ride the trains, but the railway is mainly for cargo. The track will eventually lead to an inland container depot, (see below) from where containers will be distributed to Uganda and Rwanda, and to South Sudan. [9]
On 20th August 2021 the Ugandan newspaper, ‘The Independent’ reported that Kenya’s Standard-gauge railway line transported 2.31 million tons of cargo between January and the end of May that year: “an increase of about 45 percent from the similar period in 2020, according to data released on Thursday from the Kenya Railways Corporation.” [10]
“The rise in cargo volumes saw an increase in revenue generated during the months to 6.2 billion shillings (about 57 million U.S. dollars), up from 41.4 million dollars generated from January to May in 2020, it said. … The number of passengers using the train during the first five months of 2021 nearly doubled amid COVID-19 pandemic. … Some 601,201 passengers were ferried between the capital Nairobi and the coastal city of Mombasa during the period, up from 330,232 in 2020 when the country grappled with COVID-19 pandemic, the corporation said. … This generated revenue of 5.9 million dollars, up from 3.3 million dollars generated between January and May in 2020.” [10]
Refurbishment of Nairobi Central Station
Major renovations at Nairobi Central Station began on 27th July 2020. By January 2021, the work was well-advanced. Kenya Railways reported that the work would facilitate the use of the new DMUs due to arrive in the country.
Renovation work at Nairobi Central Station in January 2021. [5]
Kenya Railways stated on 13th January 2021 that, “as the rehabilitation works continue[d], stringent measures [were] put in place to safeguard daily commuters as they access[ed] the station.” [5]
Designated boarding points were set for various trains to facilitate safe movement of passengers within the Nairobi Central Station. For instance, Kikuyu and Ruiru trains, the boarding point was designated on the Western end of the Nairobi Central Station and it was to be accessed from Railways Police station. While passengers boarding Syokimau & SGR Link trains boarded the trains from the Eastern end of the station with the access point being adjacent to Guava restaurant.
Kenya Railways stated that, “The rehabilitation of Nairobi Central Station will not only give it a new face but also show KR is dedicated in making transportation better.” [5]
Plans for the full renewal of Nairobi Central Station were published in May 2022. The project has been sponsored by both the British and Kenyan Governments.
Design office view of the proposed renewed Central Station. [6]
THE British and Kenyan governments unveiled the final design of Nairobi’s new Central Railway Station and surrounding public area, which has been developed as part of the Nairobi Railway City redevelopment programme. [6]
The IRJ reported that, “The design was developed by SNC-Lavalin subsidiary Atkins and submitted to Kenya Railways and the Ministry of Transport. … The station is designed to accommodate up to 30,000 passengers per hour at peak periods, and will have 6000m2 of concourse space. The station will offer a new covered public space for the city with retail outlets and other amenities …. It features separate entrance and exit routes to avoid conflicting flows and ensure passengers can get to and from the platforms efficiently. … Three existing platforms will be joined by six additional passenger platforms, and four dedicated freight lines will be built. Two platform bridges will be built, with one for passengers entering the station and one for passengers exiting.” [6]
A few design office perspective views are shown below:
The SGR to MGR link at Naivasha
In July 2022, President Uhuru Kenyatta officially commissioned the Standard Gauge Railway – Metre Gauge Railway Passenger Rail Link at the Kenya Railways Mai Mahiu Station in Naivasha, Nakuru County. The ceremony took place on Tuesday, 26th July 2022.
The 5km link will enable passengers traveling to Western Kenya by train to switch from the standard-gauge service to that of the metre-gauge and vice versa. Kenya Railways reported that it would as a result be possible to travel exclusively by rail from Mombasa through Kilifi, Kwale, Taita Taveta, Makueni, Machakos, Kijiado and Nairobi onwards to Nakuru, Kisumu, Eldoret, Kitale, Nyahururu, Nanyuki, Malaba and Bungoma. [2]
Naivasha Inland Container Depot
On the same day (26th July 2022) the Naivasha Inland Container Depot (ICD) was officially opened by President Uhuru Kenyatta.
The Naivasha ICD facility which incorporates both the Standard Gauge Railway and the Metre Gauge Railway line will handle mainly transit cargo to the Great Lakes Region including Uganda, South Sudan, DR Congo, Northern Tanzania, Rwanda, and Burundi, which account for around 30% of imports and exports through the Port of Mombasa.
The SGR/MGR Link referred to above will greatly facilitate the transshipment process. All Transit cargo can now be delivered to the facility straight from the Port of Mombasa as either Through Bill of Lading (TBL) or merchant haulage (Non-TBL), while exports and empty containers can also be consolidated at the Naivasha ICD and railed to the Port of Mombasa for onward shipping.
Kenya Railways reported that, “The depot is linked to the Mombasa Port container terminal by a rail-tainer service on the Mombasa to Suswa Standard Gauge Railway line. It will serve to bring port services closer to customers and reduce congestion at the Port of Mombasa, Nairobi Inland Container Depot and on the roads. It is convenient for East African partner states who will not have to cover an entire 572 kilometres by road between Mombasa and Naivasha. From Naivasha ICD to Malaba Railway Yard, cargo will be transported over 36 hours and it will cost $860.”
Kenya Railways also affirmed that, “The Naivasha ICD includes a one-stop centre for ease of operations and efficient service delivery. The port houses all the Government agencies involved in handling of cargo namely Kenya Railways, Kenya Ports Authority, Kenya Revenue Authority, Kenya Bureau of Standards, Port Health (Public Health) and Revenue Authority officers from partner states of Uganda, Rwanda and Tanzania.” [3]
Nakuru Railway Station
President Uhuru Kenyatta officially commissioned the revitalized 217km Nakuru-Kisumu Metre-Gauge Railway (MGR) and the 465km Longonot–Malaba segment as well as the refurbished Nakuru Railway Station.
Kenya Railways reported on 28th July 2022 that the re-commissioning had taken place: “The iconic Nakuru Railway Station is a key transit station for cargo and passenger train services to and from Western Kenya, and is the aggregation hub for farm produce from the agriculturally rich Central Rift region for onward freight to the Coast for export.” [4]
“Nakuru town started as a railway station on Kenyan-Uganda railway line at the turn of 20th century. It was built in 1900 and later expanded in 1957. It sits on the east side of the centre of Nakuru. The town is part of the famous ‘White Highlands settlement’ areas established by the British during the colonial era. The areas surrounding Nakuru town are mainly known for their vast agricultural potential especially cash-crop farming i.e wheat, barley, pyrethrum, sisal, maize and beans. Nakuru Railway Station was built in order to serve the rapidly growing economy of the town.” [4]
Refurbished Nakuru Railway Station [7]
“Later branch lines were built to link the station to farming areas. Among these was the line linking the station to the sisal producing Solai area. Just 6.9 kilometres from Nakuru town lies Nakuru Junction station. This is the point at which the lines to Malaba and Kisumu diverge.” [4]
Suburban Services in Nairobi
Nairobi Commuter Rail Services now run regularly to Ruiru, Embakasi Village, Limuru, Syokimau and Lukenya in Kitengela. There is also a Madaraka Express Commuter Service that operates between Nairobi Terminus and Ngong station and a link service between Nairobi Central Station and the Standard-gauge Station runs at 0630hrs, 1200hrs and 2010hrs each day. [11]
Over lockdown, I played a very small part in the production of a new book about the railways of Uganda. As a result, I was sent a free copy of that book, “Our Railways. Our History.”
“The book tells the story of the birth and growth of the railways, and includes terrific visual archives shared by custodians worldwide. It also includes recent oral histories celebrating the very unique people and skill-sets that worked the rails.” https://www.plantain.me/uganda-railway-history
Early in 2021, the Cross-Cultural Foundation of Uganda (CCFU) alongside a number of partners sought to capture the history of Uganda’s railways in a high quality, large format book. This book was published by Plantain (plantain.me) [1]
The Uganda Railway Museum is located in Jinja, close to the Railway Station. [7]Our Railways, Our History: details of the Uganda Railway Museum. [8]
The National Railway Museum (York)
On the 50th anniversary of the Ugandan Asian expulsion order, Sophie Vohra and William Law look into the history of South Asian communities in East Africa and Britain, and how their paths have crossed with British owned and operated railways. The article is entitled: Beyond the ‘Lunatic Line’ Ugandan Asians and British Railways. It was published on 4th August 2022: https://blog.railwaymuseum.org.uk/tag/uganda/
3.6 trillion Uganda Shillings Uganda Railways Revamp To Spur Trade
In April 2022, David Mwanga wrote of the ambitious revamping exercise which the Uganda Railways Corporation (URC) has embarked on with the intention of fast-tracking development and spurring on regional trade. [9] it is also hoped that the planned 3.6 trillion Uganda Shillings ($1 billion) will open up mineral-rich regions, agricultural production and markets to the Democratic Republic of Congo and South Sudan.
Four fully refurbished locomotives from Grindrod Rail, South Africa were received in September 2021. The locomotives have a haulage capacity of between 750 to 1500 tons and will last between 35 to 40 years if recommended maintenance practices are followed. They have an axle load of 18 tons. [10]
The proposed programme of investment includes: [9]
The 42 billion Shillings investment in September 2021 in four new locomotives which would operate on the line between the Kenyan border at Malaba and Kampala. It seems these locomotives have already contributed to a reduction in journey times from 24 hours to 11 hours. [10]
A reduction in tariffs of 50%.
A re-launch of cargo services between Dar-es-Salaam Port and Kampala following a more than decade period of dormancy.
A ferry service (MV Pamba) plying between Mwanza and Port Bell. This service has already reduced transit times between Dar-es-Salaam and Port Bell to 18 hours. By road the journey takes 3 days! It has reduced a traders costs from $35 per ton to $20 per ton. This has now been further subsidised for exports to $12 per ton. This supplements the service already provided by MV Kaawa.
Refurbishment of the rail link between Tororo and Gulu (costing 75 million Euros) which was already underway in April 2022 and should be completed by the end of 2023.
Renewal of the Gulu to Pakwach line ($100 million) and the Kampala to Kasese line ($400 million) with work expected to commence in the later half of the 2020s.
A 28 million Euro project supported by Spain to develop a passenger train service to operate between Kampala and Mukono.
Services between Kampala and Port Bell and Kampala and Kyengera funded by the African Development Bank (AfDB)
Within 10 years a Light Railway network for Kampala, the Kampala Metro (Greater Kampala Light Rail) [11] This will be a joint enterprise between Kampala City Council Authority and the URC.
An allowance of 50 billion Shillings to cover compensation to what the government and the URC term ‘encroachers’ onto railway land (thought to be around 20,000 people) with the intention of having historic railway land vacated during 2022. (Please note the item below about the human cost of railway development.)
A planned process of renewal of wagons, carriages and locomotives which have essentially been idle for 15 years
Automation of technology, development of skills and management to ensure best practice across the railway network.
The Human Cost of Revamping Uganda’s Railway Line
We have noted above that officials want to revitalize the country’s ailing railway system. But it seems that it might come at a cost for the people who live in the way.
A report from the Global Press Journal talks of the extensive repairs necessary as a result of the railways falling into a serious state of disrepair. Only 330 kilometers (205 miles) of the 1,266 kilometers (787 miles) of the network’s lines were operational as of 2019. But it seems clear that without the land next to the rail network cleared of people who have set up home, many of the planned upgrades can’t go ahead. [2]
It seems that many people paid good money to purchase land from Uganda’s railways but that the necessary paper did not follow their purchases. There are a number of people who are facing eviction from the land that they believe they own. Kichoncho Scovia is one example, she has lived on railway land in Kiswa parish for more than 14 years but now faces eviction. She says: “I bought this land from Uganda railway staff for 2 million Ugandan shillings [$565], which took me seven years to save. Since 2014, we have been told our purchases are not valid and we are not entitled to refunds.” [2]
Joel Ssenyonyi, a member of Parliament and chairperson of the Public Accounts Committee for the Parliament of Uganda, which scrutinizes the financial expenditures of the government, is heading an investigation into the land sales. He says 69.5 billion shillings ($19.6 million) worth of land belonging to the railway corporation was sold but “not a single coin has gone into the account of URC.” [2]
The government has provided equivalent support to the Uganda Railway Corporation (URC) which it believes covers the Corporation for any missing finances. [2] However, the issue of appropriate compensation for those living on what was railway land remains unresolved.
In 2021, 14,000 people living on land owned by the railway corporation were given six months’ notice to leave. After just 5,000 people left, the eviction deadline was extended to 31st March 2022, because the government didn’t have the 40 billion Ugandan shillings ($11.3 million) required to compensate those who do have the necessary documentation to prove they bought the land. [2]
Refurbishment of Metre-gauge Railways in Uganda
Work is ongoing to improve the condition of the old metre-gauge lines in Uganda. The Uganda Ministry of Works & Transport reports relatively regularly on Facebook about work which is being undertaken. [3]
On 20th August 2022, the Minister for Works and Transport, Hon.Gen. Katumba Wamala and the Director of Transport, Benon Kajuna inspected the rehabilitation works of the Tororo-Kampala Metre-gauge line being undertaken by the China Road & Bridge Corporation (CRBC) & The National Enterprise Corporation (NEC). On that date, 65% of the construction works complete. A completion date of October 2022 was re-affirmed. [4]
The Director of Transport, Benon Kajuna, explained that the metre-gauge railway rehabilitation will increase the cargo tonnage carried by rail to at least 60,000 tons/month. The government were, at that time, negotiating with the African Development Bank, for funding to procure more locomotives, wagons and coaches to move cargo from Kisumu, Mwanza to Port Bell. [5]
Inspection of the Tororo to Kampala Railway Line refurbishment on 20th August 2022. [4]
In addition to the improvement works on the Tororo-Kampala line, work is now complete on the Gulu Logistics Hub. The hub will serve as a consolidation center for cargo to be moved by rail. A crucial component for growth in Northern Uganda. [6]
The Gulu Logistics Hub which was completed in May 2022. [6]
Greater Kampala Light Rail
Greater Kampala Light Rail will be a Chinese-built light rail rapid transport system. A memorandum of agreement was signed between the Chinese and Ugandan governments in 2015 covering its planned construction. [11][12]
At a cost of 1.5 trillion Uganda Shillings ($440 million), the initial 35-kilometre stretch which shall be constructed by China Civil Engineering Construction Cooperation is aimed at de-congesting traffic in the country’s capital and surrounding areas. [12]
It is envisaged that the 35km first phase will eventually be extended to a route length of 240km including:
Kampala-Namanve via Nakawa, Kinawataka, Banda, Kireka and Bweyogerere (12 km east);
Kampala-Lubowa via Kibuye, Najjanankumbi and Zana (7 km);
Kampala-Kyengera via Katwe, Kibuye, Ndeeba, Nalukolongo and Natete (7 km);
Kampala-Kawempe via City Square, Buganda Road, Wandegeya, Mulago, Kubbiri and Bwaise (9 km north).
Ultimately the lines will extend to: Entebbe (37 km southwest); Nsangi (20 km west); Wakiso (20 km) and other surrounding towns. [11]
Roger Farnworth 
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