Uganda’s recently launched Electronic Penalty System (EPS), intended to enforce road safety, has instead sparked widespread public outrage and intense criticism from motorists across the country.
The EPS, powered by Automated Number Plate Recognition (ANPR) cameras, began issuing instant fines for infractions such as speeding, running red lights, and other traffic violations. However, instead of promoting safety, many drivers argue the system feels more like a financial trap than a protective measure.
Numerous complaints have flooded social media, particularly X (formerly Twitter), where drivers are voicing their anger over what they describe as arbitrary and excessive ticketing. A case that has drawn significant attention is that of a motorist named Nasasira, who received three traffic fines in just one day, totaling 1.4 million Ugandan Shillings. Just three days later, the amount had ballooned to 2.1 million due to penalty surcharges.
“First I passed by Shell Express—boom, Ticket One. Took the Northern Bypass—Ticket Two. Drove back to Entebbe—Ticket Three. Three fines in one day. I hadn’t even broken a sweat yet I’m 2 million in debt!” Nasasira posted on X, drawing sympathy and fury from fellow drivers.
Others have shared similar grievances, particularly about sudden changes in speed limits on key roads like the Northern Bypass, where limits have reportedly been reduced to as low as 30 km/h. Drivers claim the unrealistic limits are forcing them to slow down dangerously, especially at night, increasing accident risks.
Amid this growing discontent, a recent report from Parliament’s Committee on Works and Transport has thrown fuel on the fire. The committee’s findings reveal that the EPS operates under the broader Intelligent Transport Monitoring System (ITMS), managed through a partnership between the Government of Uganda and a Russian firm, Joint Stock Company Global Security (GS).
What has shocked many is the revenue-sharing arrangement: an overwhelming 80% of the money collected from traffic fines will go directly to the Russian company. According to projections, the system is expected to generate USD 510 million over the next decade. Of that, GS will walk away with USD 408 million, while Uganda will retain just 15%—a mere USD 76 million.
This means that if a Ugandan is fined shs 600,000 on the Ugandan road, Russian company (80%) will take UGX 480,000, Uganda government (15%) UGX 90,000 and an unspecified individual or entity (5%) takes UGX 30,000.
“Imagine being fined daily on your own roads, only for most of that money to leave the country,” wrote one user on X. “Ugandans are being milked dry and handed crumbs from their own pockets.”
The backlash has ignited a nationwide debate over sovereignty, transparency, and priorities. Critics say the deal prioritizes profit over public safety and gives away the country’s financial lifeline to a foreign entity.
Many are now demanding that the government review the agreement, calling for greater fairness, local oversight, and public involvement in the system’s design and implementation.
As pressure mounts, the EPS crisis has become a lightning rod for broader frustrations over governance, accountability, and economic justice—raising questions about who really benefits from Uganda’s roads.
