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By Wabusimba Amiri, A journey from Kampala to Mbale spans approximately 240 kilometres and takes about five hours. A passenger is expected to part with between UGX 25,000= and UGX 35,000=. Covering 273 kilometres to Mbarara costs slightly more around UGX 30,000 to UGX 35,000 over a journey lasting close to six hours. Yet a trip to Gulu, just an hour longer and 336 kilometres away, demands between UGX 50,000 and UGX 60,000. Even the relatively short 202-kilometer trip from Kampala to Hoima carries a fee of UGX 20,000 to UGX 25,000. The disparities in these fares especially during holiday seasons when prices can double or even triple raise urgent questions about fairness, regulation, and governance.
Uganda, like many liberal economies, operates under an open transport market but being open does not mean being exploitative. A liberal economy is not an excuse to subject passengers, particularly those from low-income or rural communities, to arbitrary charges. Nor should it be a reason to normalize what is essentially a lack of consumer protection in one of the most essential public transport service sectors.
The absence of a standardized fare matrix leaves passengers at the mercy of informal negotiations, often with conductors or bus owners who set prices based on weather, time of day, or expected demand. This system assumes every Ugandan commuter has bargaining skills, when in fact, most simply accept what is told, either due to fatigue or a lack of alternatives. It is a scenario that punishes ignorance and inflates inequality.
The Ministry of Works and Transport (MoWT), though tasked with oversight of transport infrastructure and policy, has historically directed its attention to systemic reforms and enforcement mechanisms. A recent statement dated July 13th, 2025, affirming that the Ministry remains engrossed in reviewing the Express Penalty System (EPS Auto) and speed regulation frameworks following a suspension announced on June 12th While this process is crucial, and the Ministry’s openness to technical and legal review commendable, the glaring omission is the voice of the end-user the everyday passenger. The update mentioned consultation with key stakeholders including the Uganda Police Force, Kampala Capital City Authority, and the Ministry of Justice and Constitutional Affairs. It is concerning, however, that commuter associations, civil society groups, and grassroots transport user are not mentioned among those consulted. A transport reform process that excludes the consumer can not be truly comprehensive. Who defends the interests of the public when the regulator only consults other regulators?
Uganda has no independent, formal transport consumer body tasked with safeguarding passenger rights, vetting fare hikes, or providing a platform for redress. The result is a regulatory ecosystem where transport operators have a seat at the table, but passengers remain on the margins spoken about, but never spoken to. Globally, this model has been challenged and replaced, in South Africa for example, the Transport Consumer Council exists to resolve commuter grievances and ensure fair treatment. The Rwanda Utilities Regulatory Authority (RURA) monitors fare ceilings and mandates seasonal transparency in Rwanda. These frameworks are guided by the principle that transport is a social right and passengers are entitled to clarity, consistency, and accountability.
Uganda, with its deepening digital ecosystem and civic awakening, has the tools to do better. It can begin by establishing a Transport Consumer Protection Council with legal and investigative authority. This council must serve as the institutional voice of passengers especially the poor, the rural, the elderly, and those in hard-to-reach areas. A USSD-based fare inquiry platform, publicly endorsed and regularly updated by the line Ministry, would allow even the most remote traveller to know expected fares before stepping foot in a taxi or bus This transparency can curb exploitation, enhance trust, and reduce altercations between conductors and commuters.
The Ministry must also commit to seasonal fare control frameworks, especially during holidays when price hikes without a change in fuel price are most brutal. Just as the EPS Auto is being reviewed with precision, fare structures deserve the same technical rigour, consultation, and reform. Otherwise, the EPS becomes yet another tool to penalize road users while doing little to protect them from daily financial bleeding.
Uganda’s transport future does not hinge solely on intelligent traffic systems or speed monitoring technology. It rests on the principle of transport justice the belief that movement must be equitable, affordable, and humane. Scholar Jonas Eliasson wrote, “Transport is not about movement; it’s about opportunity.” Uganda must decide whether it wants to offer its citizens predictable access to opportunity or a gamble each time they board a bus.
Wabusimba Amiri is a communication specialist, diplomatic Scholar, Journalist, political analyst and Human Right activist. Tel: +56775103895 email: Wabusimbaa@gmail.com
