
Author: Raymond Mugisha. PHOTO/FILE
The recent announcement that all roads adjacent to schools, churches, hospitals, markets, and business centres with high human or vehicular interaction in Kampala will now carry a maximum speed limit of 30 kilometres per hour has drawn considerable public attention.
The move, according to authorities, is intended to reduce accidents, improve road safety, and create a more pedestrian-friendly urban environment. While the intent is undoubtedly noble, it also presents questions about the hidden economic costs this policy might impose on the capital’s productivity.
Kampala, the heart of Uganda’s commerce and administration, is already notorious for congestion and slow-moving traffic. The addition of a mandatory 30 km/h limit in most high-density zones, many of which are scattered throughout the city, could further reduce mobility and compound an already strained transport system.
This new restriction will significantly affect commute times, logistics operations, and the daily rhythms of commerce, especially in a city that relies heavily on road transport for both formal and informal economic activity. It is also noteworthy that this speed restriction, by virtue of our city’s conditions, may apply to most parts of Kampala.
Consider a typical journey across town, spanning approximately 15 kilometres. Before the speed regulation, a vehicle moving at an average speed of 40 km/h would complete the trip in about 22.5 minutes. Now, with the limit of 30 km/h, that same journey stretches to 30 minutes.
For individuals making just two trips a day, that’s an additional 15 minutes lost. On the surface, this may seem negligible, but when multiplied across the estimated 300,000 drivers navigating Kampala daily, the accumulated loss in time becomes alarming.
Using a conservative estimate based on average productivity value per hour, estimated at Shs7,000 or about $1.80, the financial implications of the extended travel time paint a stark picture. Each driver would be losing approximately 15 minutes per day, translating to 0.25 hours of potential economic output. Multiplied by the number of active drivers and spread over 260 working days in a year, the annual productivity loss climbs to approximately Shs136.5 billion, or close to $ 36 million. This figure represents the time that could have been spent on economically valuable activity, now sacrificed to sluggish traffic flows.
The brunt of this burden will likely fall on those who can least afford it. Informal sector workers, boda-boda riders, small-scale traders, and delivery service operators will suffer from reduced trip frequencies, longer turnaround times, and potentially lost income opportunities.
For business owners who rely on rapid logistics or just-in-time inventory systems, the cost of doing business will rise—fuel consumption per delivery will increase, more staff may be required to complete fewer deliveries, and customers may have to wait longer for services and goods. Beyond individual income loss, the broader urban economy will also suffer. Productivity declines as employees spend more time in transit and less time at work.
Critically, this imposition of a speed cap across numerous urban zones may diminish Kampala’s competitiveness as a city. Investors and businesses typically consider transport efficiency and infrastructure performance as key determinants for location decisions. Kampala’s already low mobility efficiency will be further compromised, possibly deterring investment in logistics-intensive ventures such as e-commerce, tourism, and urban manufacturing.
For a city aspiring to become a regional economic powerhouse, this could be a major setback.
To be fair, the goals behind the 30 km/h limit are not without merit. Urban planning experts have long advocated for traffic calming in areas where pedestrians and vehicles mix intensely. In school zones, hospital areas, and markets, slower speeds are undoubtedly crucial for safety. But the challenge of a speed limit as low as this must be properly contextualised.
Instead of a near-universal 30 km/h policy, authorities could implement dynamic speed zoning based on time of day, traffic conditions, and area risk profiles. Roads with heavy pedestrian activity during specific hours could have adjustable speed limits enforced by intelligent traffic systems.
Additionally, investments in public transportation infrastructure could reduce the number of vehicles on the road altogether, easing congestion and reducing reliance on punitive traffic restrictions.
Ultimately, the conversation must balance safety with economic viability. Kampala cannot afford to ignore the potential cost of immobility. As the city’s population continues to swell and demand for transport services rises, policies that reduce movement speed without addressing underlying infrastructure gaps risk creating more problems than they solve.
If this speed limit is to serve its purpose without stifling urban life, it must be part of a broader strategy that includes pedestrian infrastructure upgrades, smart traffic management, and targeted enforcement. Otherwise, Kampala may soon find itself a city that is indeed safer, but significantly slower, and poorer.
Raymond Mugisha is a Consultant
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