The Kampala Capital City Authority is building more roads but also more heat and dirty air. Every new road project is celebrated as progress, rightly so, officials cut ribbons, Ugandans on X make noise about it, contractors move on. But what is rarely asked, loudly enough, is what those roads are costing the city environmentally, and whether anyone is being held accountable for that cost.
Because the truth is, kampala’s roads are not being built in a vacuum. They are being built in a city already struggling with poor air quality, rising heat, disappearing tree cover, degraded wetlands and chronic flooding. Yet far too often, the environmental safeguards meant to manage these risks seem to end where project approval begins. That is where the policy failure lies.
Before major roads are constructed, developers and agencies are required to undertake an Environmental and Social Impact Assessment (ESIA).
In principle, this process should identify environmental risks and define mitigation measures, tree replacement, wetland protection, drainage management, dust control and long-term monitoring, among others.
On paper, the safeguard exists, in practice it’s a different reality. Trees are cut during road expansion and rarely restored in meaningful ways. Wetlands are backfilled, narrowed or encroached upon. Surfaces of asphalt, concrete and pavement grow wider, harder and hotter.
The road opens. The environment pays. The city absorbs the consequences. And then we act surprised when Kampala becomes hotter, floods faster and struggles to breathe. This should not surprise anyone.
Road surfaces trap and radiate heat, contributing to the urban heat island effect, the process through which built-up parts of the city become significantly hotter than greener surroundings. In Kampala, this matters because added heat does not exist alone. It worsens already difficult urban conditions shaped by traffic emissions, dust, waste burning and weak environmental control.
A hotter city is not only a more uncomfortable city, it is also one where the burden on air quality, health and everyday urban life grows heavier. Tree loss makes this worse. Trees are not cosmetic additions to a road reserve.
They are part of the city’s environmental infrastructure. They cool streets, reduce dust, improve air quality and make urban space more livable. When they are removed without serious restoration, we lose one of the cheapest and most effective defences we have against heat and pollution.
Wetlands serve a similar role. They are not empty land waiting for development. They are the systems that absorb runoff, store water, reduce flood peaks and support the city’s hydrology.
Filling them in or weakening them for the sake of road works and surrounding development is not planning. It is slow sabotage. This is why Kampala must stop treating roads, air quality and flooding as separate issues. They are all symptoms of the same governance problem, a city that too often builds first and mitigates later if at all.
Uganda does not necessarily lack environmental policy. What it lacks is serious enforcement after project approval. The real test of an ESIA is not whether it was written well. It is whether its recommendations are implemented, tracked and enforced over time.
If a project cuts trees, where is the restoration plan and who is checking compliance? If a wetland is affected, where is the protection and recovery mechanism? If a road corridor creates new heat and dust exposure, where is the monitoring and public reporting?
Without answers to those questions, ESIA becomes administrative theatre.
Supervising authorities must be judged not only by how many projects are approved or completed, but by whether environmental obligations are enforced once construction is underway and after it ends. A finished road is not automatically a successful road if it leaves behind degraded ecological systems and greater public health risk.