Bus Rapid Transit (BRT) for Kampala (Uganda)

General Information of the NAMA

Country Uganda
National implementing entity (NAMA owner) Ministry of Transport and Works
Development stage Full concept under development
International partners World Bank
Total costs USD 1.181 billion
Duration 2013-2030
Type of NAMA  Not known
Type of action Project
Scope of action Sub-national (urban)
Type of approach Shift-Improve
Transport mode Bus
Total costs USD 1.181 billion
Costs for preparation USD 250,000

In 2009 the Ministry of Works and Transportation began to plan the implementation of a Bus Rapid Transit (BRT) system serving the Greater Kampala Metropolitan Area. Objective of this NAMA is to improve travel times, decrease health risks, and reduce pollution levels. Using high capacity vehicles (150 seats) the BRT will replace inefficient minibuses thereby increasing road space for general traffic. Passengers will switch from minibuses to BRT to take advantage of the faster service, with potentially lower fares.

The current design envisages the construction of 25 Kilometres of dedicated bus lanes, served by 133 buses on 3 routes. The first operations are planned to begin in 2018.


The costs for the preparation of a full NAMA were estimated at USD 250,000. For this, Uganda asked for support in form of a grant.

The project costs of USD 1.181 billion are planned to be covered by a private-public-partnerships and a World Bank loan allowing not only for the construction of a central BRT System, but also for the integration of ongoing projects in Kampala-Jinja, Kibuye-Busega-Mpigi, and Kampala Flyovers.



The MRV of this NAMA is conceptualised around the passenger demand as well as energy used by the buses. As part of the operational efficiency, passenger data collected on ridership is easy to monitor through the ticketing and automatic systems for check out. The emissions reduction is based on passenger ridership and thus the key monitoring variable is passenger ridership monitored on daily basis. The other is any switch and or shift in energy used by the buses. The company operating the BRT can be responsible for reporting to the lead agency, which will verify the data before reporting summaries on annual basis.

The data and analysis to undertake MRV will be gathered in the initial phase of the project because there is no existing baseline data.


  • Data on emissions per vehicle, which can be approached from: (i) daily fuel consumption of each vehicle and its emission factor; or (ii) daily distance traveled by each vehicle and its emission factor
  • Data on daily shifted passengers and their previous transport mode
  • Data on daily BRT fuel consumption
  • Emissions factor for vehicle category and fuel type taking into account the specific conditions in Kampala, including congestion



  • Improved local air quality – reduced transport-related emissions (such as nitrogen dioxide, sulphur dioxide, carbon monoxide and particulate matter). It is important to measure these improvements, which reinforces the need for a monitoring system


  • Improved mobility through more inclusive urban transport – if the costs are low enough to enable more people access transport services
  • Less time spent on travel
  • Increased safety and reliability of travel
  • Integrated urban activities linked to an efficient public transport
  • Improved health – reduction in number of cases of respiratory diseases


  • Employment creation – for those employed in the new BRT system. Job losses may result in other transportation modes as passengers switch to BRT, although they may be absorbed in the BRT system with additional training
  • Improvement of the local business environment
  • Improved energy security – through an efficient transport system that meets demand, but consumes as little energy as possible