Owning a car in Uganda is rarely just a way of getting from one place to another. In part, it also whispers something about you. For someone who has spent years working towards it, whether by saving, taking out a loan or entering a rent-to-own arrangement, finally getting the keys can feel like crossing an important line.

The same is true for a motorcycle.

Once you own one, you quickly learn that some people look at your ride with a completely different interest. They aren’t admiring it, but are looking for a component they can remove and sell, or, in the case of this piece, use to make you pay to get it back.

Car parts theft in Uganda is not confined to the familiar stories of losing a side mirror or headlight while stuck in Kampala traffic. Your car can be targeted while parked at home, at a wedding, a funeral, or even your workplace. Watch out for open parking areas with little to no security because, unlike the pros on Jinja Road, those operating in the least expected places often go for number plates, and according to victims, they know exactly which cars to target.

You park your car and go about your business. When you return, a note bearing a phone number is pinned somewhere on the car. This is the first indication that something has been taken from your car. Victims unfamiliar with the game recall ignoring the note and driving off, only to be stopped by traffic for driving without a number plate. Those familiar with the game immediately dial the number.

The recovery process can be surprisingly straightforward if both sides are willing to play along: they have your number plate. You want it back. They want money.

The ransom can vary depending on the car or its owner. Some victims say certain vehicles attract higher demands than others, particularly sought-after brands such as Toyota and Subaru.

Once you agree on an amount and send the money, you are told where to find your plates, usually placed in an odd spot: under a particular tree, beside a wall or somewhere else near where you parked. Just like that, the transaction is over, although some thieves may try to demand more money for the second plate.

Why Not Simply Go to the Police?
The obvious question: why negotiate with criminals instead of reporting the theft to the police?

You should report it. A stolen number plate can be fitted to another vehicle to conceal its identity while committing a crime. First, have the theft recorded by the authorities: report it at the nearest police station or post, providing all relevant details, including the note left by the thieves and the number on it.

But what happens next?

Victims recount being told by police officers to “just talk to them.” This may sound dismissive, but tracking down the person behind a phone number is not always straightforward. The line may be registered in someone else’s name, while getting officers to investigate and pursue the suspect can take time and resources.

By the time the person is traced, they may have lost the plate or even deny taking it in the first place, leaving you with the added cost of replacing it.

The Cost of Replacing a Stolen or Lost Number Plate in Uganda
The official process of replacing a number plate isn’t as costly or complicated as many motorists assume.

File a police report confirming the loss, then publish a newspaper notice for 5 to 7 days before applying for a new one through the Uganda Revenue Authority. The application costs UGX 49,000, while the digital plate, following the phasing out of old plates, costs UGX 75,000. The new plate is installed at a scheduled appointment.

Why Victims End Up Paying Thieves
Consequently, many victims choose to negotiate its return. When the alternative is spending more time and money chasing a thief, with no guarantee of recovering the plate, or going through the replacement process with its associated costs, agreeing to pay a nominal ransom can seem like the quickest way out.

The better option, of course, is to make the car harder to target in the first place. Where possible, park in secure areas and consider installing security systems such as an alarm or a dash camera with parking mode.

On 28 August 2026, E-Bus Xpress, a subsidiary of Kiira Motors Corporation, deployed 15 additional Kayoola electric buses to ferry passengers to and from Kira Municipality.

The 15 electric buses now operate on three main routes connecting Kampala city to Kira Municipality via Ntinda.

Five (5) buses operate from Ntinda via Najjera, Kira, Kitukutwe, Kiwologoma to Nakwero and back.

Five (5) buses operate from Ntinda via Naaya, Kyaliwajjala, Namugongo to Sonde and back.

Five (5) buses operate from Ntinda via Kisaasi, Kyanja, to Kungu and back.

This article covers the Ntinda routes to Kira, Kyanja, and Namugongo. For the City Square-Nakawa-Ntinda-Wandegeya route, click here.

Now that you know the routes, here are the Kayoola bus fares for different stops, along with information on how to pay.

Kira Route (Ntinda to Nakwero)

Namugongo Route (Ntinda to Sonde)

Kyanja Route (Ntinda to Kungu)

How to Pay for Kayoola Bus on Airtel and MTN
Cash won’t get you a seat on these electric buses.

Pay E-bus Xpress using MTN MoMo
Dial *165*22#, enter merchant code 594435, enter the amount, and then enter your Airtel Money PIN to complete the payment.

Pay E-bus Xpress using Airtel Money
Dial *185*9#, enter the merchant code 4405648, enter the amount, and then enter your MTN MoMo PIN to complete the payment.

Registered users with cards can dial *272*80# on all networks to top up.

Note: The Airtel Money and MTN Mobile Money merchant codes apply to all Kayoola buses and routes deployed so far. The bus conductor confirms payment on board before the bus sets off.

Can I get off before the end of my route? Yes, you can. Kayoola buses have a stop button that passengers can press to alert the driver whenever they want to get off.

Writing to all its users in Uganda and Nigeria, Uber, an American multinational transportation company, has announced that it will wind down its ride-hailing operations in both countries, effective today, 2 September 2026.

In emails sent to riders and customers in each country, under the bold headings “Uber will be leaving Uganda today” and “Uber will be leaving Nigeria today,” the company said the decision followed a “thorough review” of its business.

Uber launched its ride-hailing services, including car and boda rides, as well as courier services, in Kampala, Uganda, in 2016, while its operations in Nigeria began in Lagos in 2014. In both emails, Uber thanked users for choosing its platform over the years, adding it had been a privilege to connect them with independent transportation providers.

“Uber will be leaving Uganda today. We are writing to share some difficult news. After a thorough review of our business, we have made the tough decision to wind down our operations in Uganda, effective 2 September 2026. Since we first launched in Kampala in 2016, it has been an absolute privilege to be a part of your daily life connecting you with independent transportation providers.”

The emails did not explain the exits, but they come as Uber reshapes its business priorities, focusing investment on markets with greater growth potential while cutting about 3,300 jobs globally and investing heavily in driverless technology and robotaxis.

For Ugandan riders, however, Uber’s exit does not mean the end of app-based ride-hailing. SafeBoda, which has operated in Uganda since 2015, remains in the market with its motorcycle (Boda Boda) ride service and SafeCar, its car-hailing service.

A mandatory National Cleaning Day exercise turned fatal in Kanaaba Ndejje, Wakiso District, on Saturday morning after a police officer shot dead a 38-year-old boda boda rider who allegedly tried to ride through a secured area.

The incident occurred at about 7:00 am on 29 August 2026, as police officers from Ndejje Police Station were deployed to provide security during the second National Cleaning Day exercise.

According to the Uganda Police Force, the rider, identified through his National Identification Card as Kizito Ronald Jjuuko (38), was riding his motorcycle when he allegedly attempted to force his way through an area that had been secured for the exercise.

It was during the confrontation, police said, that Police Constable Allan Okello, attached to Ndejje Police Station, allegedly opened fire, killing Jjuuko on the spot. Police later corrected the prime suspect’s name to Police constable Allan Ogwal.

Locals, however, report Jjuuko was shot at around 6:50 am, minutes before the nationwide movement restrictions were due to take effect at 7 am. They add that Jjuuko, their friendly neighbour and a family man of five (5) children, was returning from a routine night shift in Zana to his residence in Kanaaba when the police officer shot him dead.

In its statement, Police confirmed that Okello was subsequently arrested and that investigations into the circumstances surrounding the shooting had commenced.

The fatal shooting has since stirred criticism online, with some questioning whether attempts to enforce movement restrictions during a national cleaning exercise justified the use of lethal force.

Distancing the institution from the use of unlawful force that claimed Jjuuko’s life, the Uganda Police Force has expressed condolences to Jjuuko’s family, relatives and friends as investigations into the shooting continue.

Putting aside the controversies surrounding the rollout of Uganda’s digital number plates, it’s worth understanding what the different formats represent. Unlike the old registration system, which mainly relied on alphabetical identifiers, the digital number plate system combines coded numbers, letter combinations and colours to identify vehicle categories, ownership, and, in many cases, the institution they belong to.

Private & Commercial Plates (Cars, Motorcycles, & Trailers)
UA 001AA: With black characters, this is the standard digital number plate issued to private and commercial vehicles in Uganda, such as a taxi in Park Enkadde or a family car. They are printed in rectangular and square formats for the front and back, depending on the vehicle.

UA 000AA: Distinguished by red characters, these registration plates are issued to vehicles granted tax exemptions or special import privileges, including some vehicles belonging to NGOs, persons with disabilities and returning citizens relocating with their vehicles.

DL U001A: Printed in red, these plates are issued by the Uganda Revenue Authority (URA) to licensed motor vehicle dealers, garages and vehicle importers. Some independent sources, opposed to ITMS, record them as U00001D.

UMA 000AA (White): Black characters printed on a white square plate; this format is issued to motorcycles operating as public transport providers such as Boda Bodas.

UMA 000AA (Yellow): Black characters slapped on a yellow square plate; these are issued to privately owned motorcycles.

T UA 0001AA: Black characters printed on a white plate; these are digital number plates issued to privately owned and commercial trailers in Uganda.

Government Ministries, Departments and Agencies (MDAs)
UG XX 00001: Red characters; this is a digital number plate format used by central government ministries, departments and agencies (MDAs).

The first two digits, XX, after UG represent the specific ministry or agency. For instance, the code UG 01 00001 is used by the Office of the President, UG 03 00001 by the Electoral Commission, and UG 12 00001 by the Ministry of Agriculture, Animal Industry & Fisheries.

This system introduced a new way of identifying government vehicles, moving away from alphabetic prefixes that denoted MDAs. Full list of MDAs number plate codes here.

Government Trailers
UG XX T001: Printed in red on a white plate, these are digital number plates issued to Trailers owned by specific government ministries, departments and agencies. The initial two digits, XX, after UG identify the corresponding MDA. For instance, UG 38 T001 is issued to a trailer used by the Ministry of Works and Transport.

Parastatals
UA XX 001AA: Blue characters on a white plate; these number plates are issued to government agencies, authorities, and corporations operating under certain ministries, identifiable by the first two digits, XX, after UA. For instance, UA 12 025AA is used by the National Agricultural Research Organisation (NARO), an agency under the Ministry of Agriculture, Animal Industry and Fisheries.

Uganda Police Force
UP 00001: Printed on a white plate with red characters, these number plates are reserved for vehicles operated by the Uganda Police Force.

Uganda Prisons Service
UU 00001: Printed on a white plate with red characters, these number plates distinguish vehicles belonging to the Uganda Prisons Service.

Local Governments
LG XXX 0001: Printed on a white plate with red characters, these number plates are issued to local government cars (districts and municipalities). The initial three digits, XXX, after LG identify the district or municipality. For instance, local government cars in Kira Municipality have digital number plates that follow LG 139 0001. Find your area’s local government digital number plate code here.

Diplomatic Vehicles
CD XXX 000U: Printed on a white background with blue characters, these are issued to diplomatic missions and accredited diplomatic personnel in Uganda. The first three digits, XXX, identify each mission in Uganda. For instance, CD 001 000U is used by the British High Commission in Uganda, CD 002 000U by the American Embassy in Uganda, and CD 014 000U by the Russian Embassy in Uganda.

Honorary Consuls
HC XXX 001A: With red letters on a white background, these are digital number plates assigned to honorary consuls, local volunteers representing a foreign nation where it has no embassy. The initial three-digit code represents the country; for instance, plate HC 151 00U was assigned to Sudhir Rupareil, as Honorary Consul of Nepal to Uganda.

UN WFP 0001: Printed in blue on a white background, these digital number plates are used by the United Nations’ World Food Programme (WFP) in Uganda. Any number plate beginning with UN belongs to a United Nations agency operating in Uganda.

Personalised & Army Plates
Personalised digital numbers in Uganda are distinguishable by their light green characters on a white plate. This differentiates personalised plates from those of the Headquarters of the Defence Forces, Division Forces, and Defence Forces Protocol, which use dark green characters on a coloured plate, such as H4DF 0001.

Summary of Uganda Digital Number Plate Colours
Black characters: Private and commercial vehicles
Red characters: Government and exempt vehicles
Light Green: Personalised number plates
Blue characters: Government agencies and authorities
Blue characters: Diplomatic and UN-related vehicles
Black characters on yellow: Private motorcycles
Dark Green on coloured plate: Army-related.

About two weeks after their launch on 04 May 2026, the new green-and-white Kayoola EVS electric buses are already turning heads across Kampala.

Operated by Kiira Motors Corporation through its subsidiary E-Bus Xpress Kiira Ltd., Kayoola buses were introduced as part of Uganda’s push to modernise public transport and ease congestion in the Kampala Metropolitan area.

Politics aside, here’s what matters if you are planning to board one.

The Kayoola EVS buses carry up to 90 passengers and come with onboard Wi-Fi.

Kayoola Bus Routes in Kampala, Uganda
Currently, the Kayoola EVS are operating on a circular Kampala route that connects some of the city’s busiest areas, starting from City Square → Nakawa → Ntinda → Bukoto → Kamwokya → Wandegeya, and back to the city centre

At the same time, Kayoola EVS run an opposite route, moving from City Square → Wandegeya → Kamwokya → Bukoto → Ntinda → Nakawa, and back to the city centre.

The direction of the bus is its orientation as it takes on passengers at its initial stop, somewhere along Kampala Road.

Kayoola Bus Fares in Kampala
The fares below were revised on 21 May 2026 from UGX 2,000.

According to the Government of Uganda, Kayoola bus fares remain fixed rather than changing based on distance travelled. For instance, if you board a Kayoola bus at City Square and get off midway through the trip at Kamwokya, you would still pay the full UGX 1,500 fare charged for the City Square-to-Ntinda route.

Kayoola Bus Fare Payment Options
Before boarding Kayoola EVS buses, keep in mind that payments are strictly made via MTN and Airtel Uganda Mobile Money as follows. Cash does not get you a seat on these buses.

Payment via MTN MoMo
Dial*165*22#
Or dial *165*3# to use MTN Merchant Code: 594434

Payment via Airtel Money (Merchant Code)
Dial *185*9# to pay using Airtel Merchant Code: 4405648

Uganda’s boda boda industry is one of the largest informal employment sectors in the country. It absorbs thousands of job seekers who might otherwise struggle to find work, offering what appears to be a straightforward deal: get a motorcycle, find passengers, earn daily cash.

But for bod boda riders already in the system, that simplicity is deceptive. Easy entry has created a saturated market where survival depends not just on effort but on navigating structural, financial, and social challenges. And now with increasing government intervention, that balancing act is becoming even harder.

#1. KCCA Reforms
In recent years, Kampala Capital City Authority (KCCA) has intensified efforts to reorganise Kampala through decongestion plans, including regulating the boda boda sector. The goal is clear: reduce congestion, improve safety, and restore order in a city heavily affected by traffic and informality.

The reforms include limiting riders to designated stages, capping the number of riders per stage, enforcing strict registration and identification of boda riders, and restricting access to the Kampala central business district (CBD). On paper, the plan is logical. In practice, it creates new barriers.

With only a fraction of current boda riders likely to meet the new requirements, many risk exclusion from high-demand areas in the CBD.

For those already operating on thin margins, being barred from transporting to and within the CBD, a reliable source of well-paying customers, is a major setback.

#2. Stage Politics & Hidden Control System
To an outsider, a boda stage may appear to be nothing more than a waiting point. In reality, a boda stage has its own rules, leadership, and territorial control.

Each stage functions like its jurisdiction. Riders belong to specific stages, and picking passengers from another area is often met with resistance and fines. If you have ever tried to hail a moving Jaj near a stage, you may have witnessed these confrontations firsthand, with fellow riders and authorities of the stage making it as hard as possible for the hailed rider to pick you up.

These unwritten rules determine who gets passengers, when they get them, where riders operate, and how disputes are handled.

KCCA’s attempt to formalise stages also risks reinforcing these territorial systems. By tying riders to fixed locations, it may reduce flexibility and deepen existing power structures rather than eliminate them.

#3. The Hustle for Passengers & Income Pressure
Much like taxis, boda boda riders face a big challenge of finding passengers. These riders endure long waits, and a single customer can spark instant competition. Many also lose money on fuel by cruising on empty bikes, hoping for roadside customers that never come.

For new riders, this environment is even tougher. Without an established presence at a boda stage or repeat customers, securing consistent income becomes a daily hustle, sometimes forcing them to lower fares because, at the end of the day, you need some cash, however little.

#4. Ownership Challenges/Boda Riding Without Owning
One of the most overlooked challenges is that many boda boda riders do not own the motorcycles they use. They rely on hire purchase agreements/boda loans or under a certain mugaga who demands a cut at the end of the day or week.

While this may look like an opportunity for many young people unable to buy a new motorcycle, it means a typical day’s earnings are split before the rider earns anything: the owner’s payment, fuel costs, and the rider’s share for personal use. On days with few customers, little or nothing remains.

And the risks are equally uneven. If a motorcycle is stolen, impounded, or damaged, the rider often carries responsibility for repayments despite not owning it. In effect, many operate under continuous financial pressure with little chance to build long-term stability.

With new regulatory requirements for documentation and formal registration, non-owner riders face an additional barrier; they may not even have the authority or means to comply independently.

#5. Oversupply of Boda Riders & Effects
The large number of boda boda riders, especially in Kampala, has created intense competition, and while the demand remains high, it is not infinite. This saturation has led to a “race to the bottom,” where boda riders compete for the same small pool of passengers; even at half the standard fare, you will still find someone willing to ferry you.

Not only that, but idle time at boda stages has also increased, as roaming riders intercept passengers before they reach designated stages. While KCCA’s attempt to cap numbers may ease this, the transition is likely to face resistance.

#6. Law Enforcement & the Cost of Compliance
In Uganda, any interaction with law enforcement adds another layer of complexity, and for taxi and boda riders, it is even worse. Sudden fines, motorcycle impoundment, and informal payments are typical experiences in a boda business, commonly linked to alleged traffic violations.

In turn, income becomes unstable; you have to look for passengers, but also look out for disruptions that can halt work entirely.

#7. Safety Risks & Long-Term Health Impact on Riders
Boda boda riding remains one of the most physically risky jobs in Uganda. Riders face heavy traffic, frequent accidents, and poor roads where floods and slippery surfaces are common.

The pressure to meet daily loan repayments pushes many boda riders to prioritise speed over safety. Early morning and late-night rides increase risks of theft, assault, including use of hammers (obuyondo) and pavers, and even death. Together, these factors create an environment where danger is a constant reality.

Long-term health is also affected. Continuous exposure to dust, exhaust fumes, and harsh weather leads to breathing issues and eye strain. Long shifts of ten to twelve hours of boda riding on rough roads cause lasting back and joint pain.

This physical strain builds alongside mental fatigue and stress from navigating congested traffic.

Yet despite all these challenges, boda boda riding remains one of the most accessible sectors for many Ugandans.

If there’s one profession in Uganda that deserves an award for confidence, it’s got to be boda boda riders and taxi conductors. For about two decades, Uganda’s public transport has largely revolved around boda boda and Taxis (Minibuses with blue checkered stripes).

Even when the government introduced new initiatives, such as the many public bus trials over the years, boda bodas and taxis persist and still take the crown. In line with that, almost every Ugandan has used them, and we all agree that no one stretches the truth on the road like boda boda riders, taxi drivers and conductors. It’s an unspoken understanding we have all accepted.

And today, as I still await my boda guy who swore he was very close (been waiting for like 10 minutes now), let us talk about the usual lies and ‘assurances’ boda boda and taxi drivers use to woo their customers.

#1. I’m Just Going Your Side/I Know Where That Is
This one is undefeated. For some reason, boda guys are always heading in the same direction you are taking and always swear they understand exactly where you mean to go.

You tell him your destination. He doesn’t even pause. ‘Boss, I’m just going that side, I know that area very well.’

Even when you try to explain further, he assures you he grew up there. Minutes into the ride, you realise ‘your side’ includes three new trading centres and a sudden, ‘Boss, which turn do we take?’

And if you think getting lost (usually when you presume the boda is just taking a shortcut) is the worst part, wait until halfway through when the boda boda guy complains the distance is longer than he expected.

#2. Taxi Is Full, Just One Seat Left
For taxi users, this is a well-known tactic conductors use to woo potential passengers. They will see you from afar and, regardless of look or stature, assume you are a traveller. You suddenly become the last passenger they need to start the journey.

You look inside and see plenty of space, yet the conductor still insists, ‘Just one seat!’

#3. We Are Leaving Now Now
The one-seat lie kicks in when the conductor keeps assuring you the taxi is leaving immediately. You get in; it looks full, yet he still shouts, ‘Last seat! We are moving!’

You sit, but the engine barely starts.

For some reason, new “would-be passengers” keep appearing: five more people are recruited from thin air. A sack of produce appears. Someone’s aunt squeezes in. Then finally, 15 minutes later, you ‘leave now now.’

#4. I’m Very Close
If there were a national competition for optimism, boda riders would still win. They are always giving false hopes about how very close they are to picking you up. ‘In a few minutes I’ll be there,’ they keep reassuring, and I advise, better grab a seat while you wait.

In Ugandan transport language, ‘very close’ can mean: still at the boda stage, fuelling, picking another passenger, or finishing lunch.

Ten minutes later, he is ‘reaching.’ Five minutes after that, he is ‘almost.’

And this isn’t about the boda riders. Almost every Ugandan has pulled off the ‘I am soon arriving,’ ‘I am close,’ and other such assurances, often while they’re just setting off.

#5. There’s Heavy Jam Ahead
If you’ve ever tried bargaining with a boda boda rider, ‘but there’s jam that side’ never fails. After all, boda bodas are popular in Uganda because they can navigate traffic, which conveniently bumps up the fare. Often, the jam isn’t real, and that line is just a way to stop you from bargaining or to get you to pay more.

#6. Fuel Is Expensive, Boss
This one has become permanent ever since fuel prices started behaving like forex charts.

You’ll hear it when it rains, at 9 PM, at 6 AM, on Monday, on Friday, or simply if you look financially stable.

Yes, fuel prices affect fares. But sometimes the phrase isn’t about economics, it’s about leverage. They’ll talk your ear off about fuel costs and why they need to raise the fare, which is understandable, but most of the time, it’s just a pricing tactic.

#7. The App Edition: The GPS Is Disturbing
When it comes to ride-hailing apps like Safe Boda, the lies have even evolved. ‘The app is disturbing, the GPS showed wrong things’
Sometimes it’s true. Sometimes the GPS mysteriously adds a few metres to boost the fare. Other times, they insist the app’s position is wrong. Either way, even with the directions and fares clearly displayed, the bargaining culture hasn’t gone away.

Technology may have improved transparency, but it hasn’t curbed creativity. There are always loopholes and a story they can use.

And while we may dislike some of these lies, the truth is that Uganda’s informal transport sector is survival-based, with no fixed salaries, no guaranteed daily income, high competition, rising fuel prices, stage politics, police fines, and bike loan repayments, so at the end of the day, everyone is just trying to hustle a living.

What looks like manipulation is often economic pressure dressed up as negotiation tactics. That doesn’t excuse dishonesty, but it explains it.

And let’s not pretend passengers are saints either, not with, ‘I don’t have change.’ ‘I always pay this amount.’ ‘My usual guy charges less.’

In the end… these lies are part of Uganda’s road culture. Annoying? Yes. Entertaining? Also, yes.

It’s a strange relationship we have with boda bodas and taxis. We complain, joke, swear we’ll never use them again… and yet tomorrow morning, we are back on the roadside, negotiating because, despite the exaggerations, detours, and dramatic fuel speeches, they remain the backbone of how this country travels.

Now, if you’ll excuse me, my boda guy just assured me he is “reaching.”

Everyone has heard of Russia, and rightly so. The country has been a constant source of controversy and global tension, with a reputation often tied to war and political flexing. Yet, if you look past these confrontations, another story unfolds. Over the past few years, Russia has doubled down on state-led, high-visibility technology projects in areas like biomedicine, AI, quantum computing, nuclear energy and icebreakers, Arctic logistics (Northern Sea Route), ambitious space projects (and spectacular failures), defence tech, and industrial/transport innovations.

Of course, many of these announcements are heavily promoted by state media and industry actors. Some are technically real but still lack independent validation from Western institutions, while others appear as much about geopolitical signalling as they are about scientific progress. Still, one cannot deny that Russia has been making bold plays across diverse sectors, and some of them deserve a closer look.

Biomedicine: The Cancer Vaccine and Beyond
Russia has recently made headlines for what it claims could be a breakthrough cancer vaccine currently in clinical trials. The vaccine, announced in 2024, is said to train the immune system to recognise and destroy cancerous cells, with full-scale testing expected to conclude within the next few years.

Alongside this, Russia has continued pushing its Sputnik V platform, which was originally designed for COVID-19, into broader applications, hinting at a future where state-backed biotech becomes a cornerstone of national pride despite Western scepticism.

Artificial Intelligence: Moscow’s Digital Ambitions
Russia’s AI strategy focuses heavily on state and military applications. Projects range from AI-powered surveillance and autonomous drones to predictive analytics in national security. Domestically, Russia has also been developing AI in healthcare (diagnostic tools for radiology), finance, and natural language processing, though Western companies like OpenAI and Google still dominate global markets.

That said, Russia’s emphasis on sovereign AI infrastructure, building systems not dependent on Western software, shows a determination to insulate itself technologically, a theme that resonates across many of its innovation efforts.

Quantum Computing: Catching Up with Giants
Quantum computing has become a prestige race worldwide, with everyone capable trying to figure it own before the rest. Russia, too, is keen not to be left behind. In 2021, it launched a 10-year national quantum program, funding universities and labs to develop prototypes. Russian researchers have reportedly achieved milestones in quantum algorithms and cryptography, though they remain behind leaders like the U.S. and China.

Still, Moscow pitches its quantum push as part of a larger “scientific sovereignty” strategy, ensuring Russia isn’t locked out of next-generation computing and cybersecurity.

Nuclear Energy: Expanding Old Strengths
Russia is already a global powerhouse in nuclear energy, and it continues to double down. Through Rosatom, the state nuclear agency, Russia is building next-generation reactors both at home and abroad, selling nuclear technology to countries in Africa, Asia, and the Middle East.

What stands out most are Russia’s advances in floating nuclear power plants and small modular reactors, which can provide energy to remote regions, including Arctic outposts. This mix of innovation and export strategy keeps nuclear power at the heart of Russia’s geopolitical influence.

In fact, once time Putin’s envoy stated that Russia could supply a small nuclear power plant for Elon Musk’s Mars Mission. – Putin envoy says Russia could supply a small nuclear power plant for Musk’s Mars mission, Reuters.

Arctic Logistics: The Northern Sea Route
Few nations have invested in the Arctic like Russia, and it’s understandable when you look at the freezing conditions at the world’s poles. However, with the Northern Sea Route gradually opening due to climate change, Russia has positioned itself as the gatekeeper of this potential global shipping shortcut.

It boasts the world’s largest fleet of nuclear-powered icebreakers, with new, even larger vessels currently under construction. These are not just engineering marvels but strategic tools, cementing Russia’s dominance in Arctic logistics and resource exploitation.

According to the Oxford Institute for Energy Studies, the Northern Sea Route (NSR) – the Arctic shortcut between Europe and Asia – has emerged as a new strategic opportunity for unlocking and monetising Russia’s vast oil and gas reserves in the Arctic. The NSR is an important element of Russia’s Arctic strategy, which now incorporates active development of the hydrocarbon riches, development of the Arctic ports and other infrastructure.

Space Exploration: Bold Dreams, Mixed Results
Russia’s space program has long been a symbol of national pride. During the Soviet era and well into the 2000s, Russia was the backbone of space logistics; at one point, serving as the world’s largest supplier of rockets and even providing NASA with transport to the International Space Station. That legacy of reliability and engineering prowess gave Russia unmatched prestige in the space community.

In recent years, new initiatives have sought to revive that spirit, including plans for a Russian-led space station, a lunar landing program, and deep-space probes. However, recent years have not been very kind to the program: the Luna-25 lunar lander crashed in 2023, marking a painful reminder that ambition doesn’t always equal success.

Still, with partnerships forming with countries like China, Russia continues to position itself as a major actor in space exploration, though perhaps no longer the undisputed giant it once was, especially with the current stiff competition.

Defence Technology
Where Russia arguably leads most confidently is in defence tech. Moscow has unveiled hypersonic missiles like the Avangard and Kinzhal, which it claims can outmanoeuvre existing missile defence systems. Whether exaggerated or not, these announcements have reshaped global military planning.

Alongside this, Russia is experimenting with robotics, autonomous tanks, and AI-driven battlefield tools, showing how much of its innovation energy remains tied to military applications.

Industrial and Transport Innovations
Beyond defence, Russia has made progress in industrial modernisation, from high-speed rail concepts to domestic aircraft manufacturing (as alternatives to Boeing and Airbus). There’s also a growing emphasis on electric vehicles and green transport, though sanctions and lack of global supply chain access have slowed progress.

Still, initiatives like the MC-21 passenger jet and large-scale infrastructure upgrades are proof of Russia’s intent to reduce reliance on imports and showcase homegrown industrial power.

Yes, many of these innovations are state-driven, sometimes rushed, and occasionally fall short of their ambitious goals. But then again, they show a picture of a Russia intent on proving it is more than just geopolitics and war.

Only days after its launch on June 8, 2025, the Government of Uganda has temporarily suspended the automated Express Penalty System (EPS Auto). This halt, effective midnight June 11, 2025, follows public backlash over incorrect fines, confusion centred on the enforcement process, and concerns about legal compliance.

Introduced to automate traffic enforcement through automatic number plate recognition, the Automated EPS aimed to detect violations and issue penalties without direct human involvement. However, from the start, the system drove a wedge between itself and the road users it was meant to regulate.

Motorists reported fines for unclear offences, while others pointed to glitches and questioned the system’s fairness; inflated charges, short payment windows, and poor public awareness deepened the confusion, pushing some drivers off the main roads.

Government Response
In a statement posted on X, the government of Uganda confirmed the temporary suspension to allow for a comprehensive review of the system’s performance and procedures.

“𝐓𝐄𝐌𝐏𝐎𝐑𝐀𝐑𝐘 𝐒𝐔𝐒𝐏𝐄𝐍𝐒𝐈𝐎𝐍 𝐎𝐅 𝐄𝐏𝐒 𝐀𝐔𝐓𝐎 𝐓𝐎 𝐀𝐋𝐋𝐎𝐖 𝐅𝐎𝐑 𝐂𝐎𝐌𝐏𝐑𝐄𝐇𝐄𝐍𝐒𝐈𝐕𝐄 𝐑𝐄𝐕𝐈𝐄𝐖 The implementation of the automated Express Penalty System (EPS Auto) will be temporarily suspended, effective midnight tonight, to facilitate a comprehensive review of its performance and operational procedures. The Hon. Minister of Works and Transport, Gen. Katumba Wamala, will deliver an official statement tomorrow detailing the way forward. We urge all motorists to continue driving responsibly and to strictly adhere to traffic regulations during this period.-via @MoWT_Uganda”

𝐓𝐄𝐌𝐏𝐎𝐑𝐀𝐑𝐘 𝐒𝐔𝐒𝐏𝐄𝐍𝐒𝐈𝐎𝐍 𝐎𝐅 𝐄𝐏𝐒 𝐀𝐔𝐓𝐎 𝐓𝐎 𝐀𝐋𝐋𝐎𝐖 𝐅𝐎𝐑 𝐂𝐎𝐌𝐏𝐑𝐄𝐇𝐄𝐍𝐒𝐈𝐕𝐄 𝐑𝐄𝐕𝐈𝐄𝐖

The implementation of the automated Express Penalty System (EPS Auto) will be temporarily suspended, effective midnight tonight, to facilitate a… pic.twitter.com/8UWFthCr7b

— Government of Uganda (@GovUganda) June 11, 2025

What does this mean for Motorists?
Relief, though temporary. While the EPSAuto system is paused, traditional enforcement remains in place, with traffic officers manually issuing penalty tickets. The government has urged drivers to continue following traffic laws during this period.

What’s Next for the EPSAuto?
Technical upgrades are possible, but for now, expect political debates and legal scrutiny.
More clarity is expected after the Minister’s upcoming address.

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For more on this, read: Uganda Traffic Fines 2025 – What Are EPS and EPSAuto Systems?

As of June 2025, Uganda operates two parallel systems to enforce road traffic laws, the old Express Penalty Scheme (EPS) and the new, automated Express Penalty System (EPSAuto).

What Is the EPS?
Established in 2004, EPS (Commonly known as Ekipapula) is a traffic enforcement mechanism designed for traffic police officers to fine drivers on the spot for minor offences like speeding, illegal parking, or driving without a seatbelt. These offences are listed in Section 165 of the Traffic and Road Safety Act, 1998.

What Is EPSAuto? (Automatic EPS)
The newer automated Express Penalty System (EPSAuto), also known as the Electronic Penalty System, launched on 06 June 2025 as part of the Intelligent Transport Monitoring System (ITMS), is an automated version of the old EPS system. The EPSAuto system automates traffic enforcement using CCTV cameras, monitoring sensors, digital number plates, and real-time data processing to detect and penalise traffic violations. No officer needs to be on the road. The system detects the violation and notifies you directly via email or SMS.

Unlike EPS, which operates manually or semi-digitally, EPSAuto aims to improve the efficiency of issuing penalty tickets. However, a 2023 parliamentary minority report highlights legal violations, financial concerns, and privacy risks associated with this Automatic EPS. These issues, along with inaccuracies in penalties, have sparked controversies, such as the #RejectEPSAutoUg campaign on X among Ugandan road users since its launch.

This article explains the EPS, EPSAuto, ITMS, payment methods, consequences of non-compliance, and critical unresolved issues that question the project’s legitimacy and its benefit to Ugandans.

Difference Between Express Penalty Scheme (EPS) and the Automated Express Penalty System (EPSAuto)

What EPS and EPSAuto have in Common.
Both aim to deter minor traffic violations such as speeding and red-light running, enhance road safety, and reduce court congestion by allowing fines to resolve offences without prosecution.

With some exceptions in the new system, both use the Traffic and Road Safety Act, 1998.

Both require paying fines via the Uganda Revenue Authority (URA) using mobile money (e.g., Airtel, MTN), banks, the URA portal, or POS terminals with a Payment Registration Number (PRN) and grant the right to contest the charge in a court trial

Both cover all vehicles with digital or old number plates.

Both systems link with URA for payment processing and Face Technologies to block driving permit renewals for unpaid fines.

Road Safety Goal: Both support Uganda’s commitment to the UN Decade of Action for Road Safety (2021–2030) to reduce accidents through stricter enforcement.

How to Check for EPS Tickets (Fines)
Motorists can check EPS tickets from both systems by sending an SMS with “EPS [space] NUMBERPLATE” to 8888 (costs UGX 220), using the UPF Mobi App, though only compatible with old Android version devices, visiting traffic police offices like Nateete, or through the URA website and registered email.

Who Runs EPSAuto?
The ITMS, which includes the EPSAuto system, was contracted to a Russian company, M/S Joint Stock Company Global Security, on July 23, 2021. This deal was done through a Public-Private Partnership (PPP) between the Government of Uganda, the Ministry of Security, and the Ministry of Works and Transport. Despite addressing historical issues (such as UGX 48 billion in unpaid traffic violation fines from 2007–2016), the ITMS’s implementation raises significant concerns.

Legal Compliance Failures with the ITMS Deal.

No Due Diligence.
The contractor didn’t prove financial or technical capacity, as required by the 26(4)(c) of the PPP Act, 2015.

The Company Wasn’t Initially Registered.
The company was registered in Uganda on March 21, 2023, nearly two years after the July 23, 2021, agreement, violating Section 252(1) of the Companies Act, 2012, which requires registration within 30 days of establishing a business.

No open bidding.
This was a single-sourced deal; no other companies were given a chance, further breaching Section 33 of the PPP Act, which demands transparency and equal terms.

No feasibility study.
Section 22 of the PPP Act requires a feasibility study to justify the project’s viability, but none was provided, rendering the contract legally questionable.

Privacy Concerns.
This ITMS’s digital number plate and EPSAuto system track your vehicle’s movements and behavioural data in real-time. Article 27(2) of the Ugandan Constitution protects against interference with personal privacy.

Who Gets the Money?
Out of every UGX 100,000 fine:
UGX 80,000 (80%) goes to the foreign contractor
UGX 15,000 (15%) goes to the Government of Uganda
UGX 5,000 (5%) goes to NEC

This breakdown is supported by the 2023 parliamentary minority report and URSB certificates that surfaced on X during the #RejectEPSAutoUg campaign.

A Big Deal?
The system is expected to raise close to USD 1 billion in 10 years. But most of that is projected to come from traffic fines, except that most Ugandan roads don’t even have clear signs, speed bumps, or working lights.

Question: Should the government rely on traffic violations as another primary income stream when most roads lack the infrastructure to enforce them?

For Uganda’s road users, this new system calls for vigilance on the road. Stay proactive by regularly checking your EPS tickets, paying on time to avoid surcharges, retaining your receipts for verification, and staying updated on traffic regulations.

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In a digital age, anything labelled “digital” comes with high expectations. Uganda’s rollout of digital number plates was no exception—welcomed for its promised innovation yet criticised for the cost. The most striking feature? Real-time tracking, like something straight out of a movie where authorities can locate a vehicle with a simple scan.

Alas, the digital number plates have arrived, but the ‘digital’ powers must have dropped off while still in the factories. Vehicles are still being stolen with no sign of real-time tracking, operational inefficiencies are rampant, and the high costs remain just as frustrating.

What Was Promised vs. What We Got
The whole idea behind these digital plates was to enhance vehicle security and improve monitoring. The Government of Uganda, through its contract with the Russian company Joint Stock Company (JSC) Global Security, assured Ugandans of real-time tracking features that would render car theft obsolete. But now, reports are flying in about stolen vehicles with the so-called ‘digital’ number plates, and to everyone’s surprise, they are just as untraceable as the old plates.

John Ssemakula, a Boda Boda rider in Kampala, shared his frustration after his motorcycle was stolen. “We were told these plates would protect us from theft… I reported it to the police, but they told me they couldn’t track it.” So, if the plates can’t even help recover stolen vehicles, what exactly makes them ‘digital’ apart from the name?

The Manufacturer Drama
Then there’s the issue of who is actually behind the production of these digital number plates. Turns out, JSC Global Security isn’t even manufacturing them—they’re just a middleman importing them from Poland! This has rubbed many Ugandans the wrong way, especially since a local company, Tumpeco, could produce them but was sidelined under the pretext of “more advanced foreign knowledge” or something like that. Now, the country is paying foreign prices for digital number plates that could have been produced locally, probably at a cheaper rate.

Besides the tracking failures, users have raised concerns about the implementation process. Long waiting times, bureaucratic payment procedures, and a lack of transparency have made acquiring the digital number plates a frustrating experience. A vehicle owner from Wakiso lamented, “We’ve seen people pay for their plates and wait for months without receiving them.”

Even riders, who are often at risk of theft, aren’t convinced about the plates’ effectiveness. One rider, Joseph Musa, put it plainly: “There’s nothing special about these plates… I don’t see any difference, so I don’t think it’s worth paying for,” and indeed, as of now these plates are proving to be just a redesign of the old normal plate, albeit with an electronic chip to store the registration details.

The Cost Factor (Digital Number Plate Price in Uganda)
And then there is the pricing. The cost of getting these digital plates is significantly higher than what neighbouring countries charge. In Uganda, a new registration costs UGX 714,300, and replacements go for UGX 150,000. Meanwhile, Kenya has a similar digital plate system, but their costs are much lower. So, are we paying for security, or are we just paying for a fancy plate with an electronic chip that stores registration data?

What Needs to Change?
For digital number plates to truly live up to their name, some serious adjustments need to be made:

• Actual Real-Time Tracking: If security is the main selling point, then the tracking system needs to work.
• Integration with CCTV and Law Enforcement Systems: If these plates were supposed to help combat crime, then they should be linked to Uganda’s security infrastructure.
• Better Implementation and Transparency: Delays, confusion over payments, and the general inefficiency in acquiring these plates need to be addressed.
• Revisiting the Cost: If other countries can implement similar systems at lower costs, why can’t we? Are our cars bigger than the rest?

At this point, calling these number plates ‘digital’ feels like false advertising, a hoax to many at least. They’re more like overpriced regular plates with a chip that barely does anything useful. For now, the biggest ‘digital’ feature they offer is the ability to digitally drain Ugandans’ wallets, and until the system is improved to deliver on its promises, it’s hard to see these plates as anything more than another expensive government project that fails to meet expectations.

Uganda Launches Phase 3 Digital License Plates