Category: Daily Monitor

As authorities continue to enforce the trade order directive, owners of dilapidated and illegal buildings in Kabale town are rushing to demolish and rebuild, and the ripple effect is putting money in the pockets of surveyors, architects, hardware dealers, masons and timber traders.

According to Kabale Deputy Town Clerk Mr Eric Sunday, all affected property owners must first have their plots surveyed and secure approved building plans before they can construct new structures.

‘The construction of the new houses must follow the physical development plans of our municipality where places designated for commercial, residential and industrial must serve the intended purpose,’ Mr Sunday said.

The directive has boosted local businesses as residents scramble for services and materials. It has also created an unexpected income stream for LC1 chairpersons who earn from witnessing and signing land sale agreements, as some affected owners opt to sell their plots rather than meet the urban authority’s building standards.

Mr. Joram Bwambale, proprietor of Macro Hardware and Macro Engineering Services in Kabale town, says demand for cement, iron bars, iron sheets and nails has nearly doubled.

‘The customers for building materials have almost doubled and I believe it is related to the implementation of the trade order as the affected people buy them to construct houses that meet the required standards of the municipal council authority. Before the implementation of the trade order we used to get about 50 customers for building materials but after the implementation of the trade order customers for building materials almost doubled,’ Mr. Bwambale said.

Masons are also feeling the surge. Mr. Rodney Muhwezi, a senior mason in Kabale town, says their services are now in high demand.

‘The payment for a mason per day ranges between Shs 50,000 and Shs 25,000 depending on the seniority while that of the porters ranges between Shs 20,000 and Shs 10,000 depending on their expertise. Although the trade order implementation disorganized local residents because of its abrupt implementation, it has helped some service providers to earn an extra income,’ Mr. Muhwezi said.

Professional fees have also gone up. Architects are charging between Shs 1 Million and Shs 2 Million to produce building plans depending on size and location, while surveyors demand between Shs 2 Million and Shs 3 Million to process land titles.

The trade order has had mixed effects on other groups. Kabale District Khadi Sheikh Kabu Lule said roadside timber traders were initially hit hard, but the municipal council’s decision to allow them to rent a 2-acre piece of Muslim land has helped.

‘After the Kabale municipal council authorities allowed us to rent out our 2-acre piece of land to the timber traders that were affected by the trade order, we get about Shs 100,000 per month from these dozens of traders currently using our land. If they can remain operating on our land for about 3 years, the Mosque administration will get some good money that can be used to support other development projects of the Islam,’ Sheikh Kabu Lule said.

Timber trader Mr. Erasmus Tumuhekye said relocation from the road reserve was disruptive, but rebuilding has revived sales.

‘There is scarcity of timber in Kabale town not necessarily because of the trade order implementation but also issues related to fuel price increases globally. The price of a piece of timber that measures 4×2 increased from Shs 3,300 to Shs 4,000 while that of 6×2 increased from Shs 4,300 to Shs 5,000,’ Mr. Tumuhekye said.

Kabale District Staff Surveyor Ms. Prosper Aheisiibwe noted a slight rise in land title applications in municipalities where the trade order is being enforced, though rural sub-counties remain largely unaffected.

‘The advantage of having your land titled is that there is proof of land ownership with defined boundaries, helps in organized development and urbanization, securing a mortgage among others. Bureaucracies involved in getting the land title should be reduced if the people are to be timely served. Why should the members of the area land committee come from the sub county yet the LC1 chairman and his committee can do the same work with ease since they are all residents of the same area that can tell who owns what in the village,’ Ms. Aheisiibwe said.

A familiar, heartbreaking scene plays out across Ugandan courts, local council offices, and family compounds every single week. A husband dies. Within days of his burial, his widow who has farmed the family land, raised children there, and contributed to the household for decades watches as her in-laws arrive to take over the property.

She has no land title, no letters of administration, and no lawyer. What she has is a lifetime of unrecorded contribution and a legal system she cannot navigate. In Uganda, the conversation around women’s land rights often focuses on the absence of legal frameworks. Yet, on paper, our architecture of protection is remarkably robust.

The Constitution guarantees equality and the fundamental right to own property. The Land Act provides one of the sharpest legal tools available: Section 40, which mandates spousal consent and prohibits any dealing in family land without it. Furthermore, the progressive Succession (Amendment) Act of 2022 explicitly protects the principal residential holding, ensuring a widow cannot be lawfully evicted from her matrimonial home by extended family. However, legislative reforms on paper do not automatically disarm hostile relatives in rural homesteads. The practical reality on the ground routinely diverges from our constitutional promise.

Approximately 80 percent of land in Uganda is held under customary tenure.

This land is largely unregistered and governed by unwritten norms enforced through clan authority. While Section 27 of the Land Act explicitly nullifies customary decisions that deny women and children access to land, patriarchal customs persistently override statutory law. A widow’s interest frequently exists only as a social claim, making her highly vulnerable to swift eviction. Ownership on paper and contribution on the ground remain divided along gender lines. The gap we face today is no longer primarily legislative; it is a crisis of enforcement, awareness, and institutional practice. A legal shield that a widow does not know exists, cannot afford to invoke, or is too intimidated to raise against her in-laws is not a shield at all.

To bridge this gap, we must rethink our approach to enforcement. For instance, the Domestic Violence Act offers a vital, underutilized lifeline. The Act recognizes economic abuse, such as the denial of access to a shared home, as a form of domestic violence. Where a widow faces imminent eviction, she does not need to wait for a lengthy succession dispute to conclude. She can seek an occupation and protection order under this Act, securing her physical home while substantive property rights are resolved. To the professionals in the real estate and financial ecosystems, bankers, lawyers, government officials, and property dealers, our responsibility is direct.

Every time we process a mortgage, facilitate a land sale, or advise a family, we are either reinforcing this protective framework or quietly undermining it. The laws to protect Uganda’s women exist. It is now up to us, the custodians of these systems, to ensure that legal ownership matches the reality of contribution, transforming our robust legal framework from a mere paper shield into a living, enforceable reality.

Several years ago, cow dung was seen as simply animal excreta among cattle keepers, who did not value it as an organic source of manure. Some farmers could give it away as they heavily relied on chemical fertilisers to improve yields. Only a few livestock farmers who integrate cattle rearing with growing bananas were using it in their plantations as organic fertiliser.

However, today, this durable natural fertiliser has become a valuable resource with more Ugandans venturing into coffee farming where it (cow dung) complements artificial fertilisers to achieve better yields.

Today, many coffee farmers use cow dung, especially for soil preparation and fertility enhancement, alongside other organic materials.

This practice, which is gaining traction, helps to create a nutrient-rich environment that supports the growth of coffee plants. In Mpigi District, one coffee farmer, Mr Moses Ssendiwala is among a growing number of farmers who have embraced the use of animal manure as a cornerstone of their farming system.

From pig and goat dung to cattle manure, he believes organic fertilisers are helping farmers build healthier soils while reducing dependence on costly chemical inputs.

Standing in his coffee plantation in Bulerejje Parish, Muduuma Sub-county, Mr Ssendiwala points to the dark, fertile soil beneath his coffee trees as evidence of years of organic soil management.

‘The strength and performance of a coffee plantation begins with the soil. When the soil is healthy, the coffee trees become stronger and more productive,’ he told Monitor on Wednesday.

For Mr Ssendiwala, the journey towards organic farming was driven by concerns about declining soil quality and increasing production costs. Like many farmers, he once depended heavily on inorganic fertilisers.

However, over time, he noticed that maintaining soil fertility required increasingly higher quantities of chemical inputs. ‘I realised that chemicals alone could not sustain the soil for many years. Organic manure improves the soil structure and continues benefiting the crops for a long time,’ he added.

Today, his coffee plantation depends largely on manure collected from pigs, goats and other livestock raised on the farm. According to him, goat manure is particularly valuable because of its long-lasting impact on soil fertility.

‘Goat manure remains active in the soil for many years and continues nourishing plants. It is one of the best organic fertilisers a coffee farmer can use,’ he said.

He added that pig manure is equally beneficial because it decomposes quickly and releases nutrients needed by crops. However, he cautions that farmers must apply it carefully. ‘If too much pig manure is applied in one area, it can damage crops. Farmers should use the correct quantities and ensure proper decomposition before application,’ he explained.

One of the key lessons from Mr Ssendiwala’s farming model is the importance of integrating livestock and crop enterprises. His farm combines coffee, bananas and livestock production, creating a cycle in which waste from one enterprise becomes an input for another. Animal manure collected from pigsties and livestock shelters is processed and applied to coffee and banana gardens, reducing expenditure on purchased fertilisers.

Mr Ssendiwala estimates that manure from 10 pigs can adequately support one acre of farmland, while larger piggery enterprises can generate enough manure for extensive coffee plantations.

‘If someone keeps 100 pigs on a 10-acre farm, there may be little need to buy manure from outside,’ he said. The integrated approach is becoming increasingly popular among farmers seeking to lower production costs while improving environmental sustainability.

Agricultural experts say combining livestock and crop farming helps recycle nutrients, minimise waste and improve overall farm productivity. But in addition to manure, Mr Ssendiwala applies mulch around coffee trees to conserve soil moisture and suppress weed growth.

The combination of manure and mulching has helped his plantation remain productive even during periods of prolonged dry weather.

‘When moisture is retained in the soil, coffee trees continue growing well even when rainfall reduces,’ he said. Farmers in several coffee-growing districts report similar experiences. Many say trees grown in soils enriched with organic manure develop stronger root systems and maintain healthier foliage than those grown in depleted soils.

Agronomists explain that organic manure supports beneficial microorganisms that improve nutrient availability and overall soil biological activity. These organisms play a critical role in maintaining healthy ecosystems that support crop growth. Over the past few years, high coffee prices have encouraged thousands of farmers to establish new plantations or expand existing gardens.

As a result, manure has become an increasingly valuable commodity. In livestock-keeping areas, traders now purchase truckloads of cow dung and transport them to coffee-growing districts where demand remains high throughout the year. What was once considered waste is now generating additional income for livestock farmers.

Many cattle keepers say manure sales have become an important supplementary enterprise.

‘People used to collect manure for free. Today, buyers come looking for it and are willing to pay cash,’ Mr Moses Kafeero, a livestock farmer at Kasubikamu Cell, Bongole Ward in Buwama Town Council, said.

The demand typically rises during planting seasons and periods of prolonged dry spells when farmers seek to improve moisture retention in their gardens. But while organic manure offers numerous benefits, increasing demand has also pushed prices upwards.

Coffee farmers who do not own livestock are often forced to purchase manure from external suppliers, adding to production costs. Mr John Ssekindi, a coffee farmer at Wassozi Cell, Nabusanke Ward in Kayabwe Town Council, said acquiring sufficient manure is exceedingly expensive.

‘Buying the cow dung is one thing, but transporting it to the farm and paying labourers to apply it adds significant costs,’ he said.

According to him, a two-acre coffee plantation may require several truckloads of well-decomposed manure depending on soil conditions and the age of the coffee trees. Despite these costs, many farmers continue investing in organic fertilisers because of the long-term benefits. They argue that healthier soils ultimately lead to improved yields and higher profits.

Mad rush for cow dung in Ankole

Cow dung is becoming an unusual item that has recently attracted a lot of demand in the sub-region. In September 2024, Kiruhura District instructed its sub-county chiefs and town clerks to start collecting cow dung loading fees. The then chief administrative officer, Mr Charles Kiberu, argued that the move was intended to enhance local revenue.

‘It is good that the Kiruhura leadership has identified this source of revenue, there are many lorries that are taking cow dung from the district. There is nothing special with taxing cow dung, we are doing this like we are doing with other identified sources of revenue like cattle loading,’ Mr Kiberu said then.

In Mbarara City, Mr Vincent Mugabe, the city’s agricultural officer, said farmers are rushing for cow dung because it’s organic and convenient in application.

‘Farmers are using cow dung, even goats and sheep droppings because they see it as purely organic. There are no chemicals, which at times they doubt of its possible negative effects to the soils. But it is also more convenient to apply than fertilisers that require lots of precautions like measurements and safety,’ added Mr Mugabe.

But he warned that as farmers rush for cow dung they have to be cautious because the application of it randomly has negative effects on soils.

‘With the increasing demand, extension workers need to come in and offer guidance because cow dung may affect the soil PH, also some cow dung has no nutrients required because it is mishandled at the source. For example, it should be covered as it decomposes to stop it from losing some nutrients like nitrogen,’ advised Mr Mugabe.

Mr Suleiman Muhoozi , a farmer in Ibanda District, said animal droppings do not have the same prices, indicating that goat’s droppings are more expensive than for cows. He said a Forward truck of cow dung goes for Shs270,000, while an Elf tipper costs Shs170,000. For goat/sheep dung, it is Shs290,000(a Forward truck) and Shs200,000 for a (Elf tipper), he said.

Mr Muhoozi explained that these costs do not cover transportation, a farmer has to meet those costs separately. According to our findings, to have a truckload of cow dung delivered at your farm, one has to part with between Shs500,000 to Shs700,000 in Isingiro District, while in Mbarara, it costs Shs400, 000.

Agricultural experts such as Mr Valentine Ssekivuuvu, the Mpigi District senior agriculture officer, and Mr Emmanuel Mutebi Jjuuko, the Mpigi District agriculture officer, support this integrated approach. They say organic manure enhances soil structure, water retention and microbial activity, while inorganic fertilisers supply readily available nutrients required for rapid plant growth.

Goat dung versus cow dung

Among coffee farmers, discussions frequently arise about which type of manure offers the greatest benefits. Agronomists note that different manures possess varying nutrient compositions. Goat manure is generally regarded as nutrient-rich because of its relatively high concentrations of nitrogen and potassium. It is also less bulky and decomposes relatively quickly.

Cow dung, however, remains the most widely available organic fertiliser in Uganda. Its abundance makes it easier to obtain in large quantities, particularly in livestock-keeping areas. Agricultural extension officers say cow dung contributes substantial amounts of organic matter that improve soil texture and water-holding capacity.

‘Each type of manure has strengths. The most important factor is ensuring that the manure is properly decomposed before application,’ Mr Ssekivuuvu said.

With Uganda’s coffee industry continuing to expand, demand for sustainable soil fertility management practices is expected to grow. Government agencies, researchers and agricultural extension workers continue encouraging farmers to adopt methods such as composting, mulching and manure application. These practices are seen as critical for maintaining long-term productivity in coffee-growing regions.

For livestock farmers, the growing demand has created a new income stream. For coffee growers, it has become an important tool in the quest for sustainable productivity.

While agriculture is the backbone of Uganda’s economy and employs more than 65 percent of Ugandans and feeds more than 80 percent of the country’s industries with raw materials, most farmers practice it without any training, something that has limited their opportunities of transiting from subsistence farming to large scale merchandised commercial agriculture.

The government has proposed sweeping reforms to bolster the safety of school transport, including mandatory specialised certification for drivers, stricter vehicle inspections, and the expanded deployment of speed cameras, following a wave of fatal crashes involving learners.

The proposals were unveiled on Thursday during a multi-stakeholder workshop organised by the Intelligent Transport Monitoring System (ITMS) Uganda in partnership with the Ministry of Works and Transport, the Uganda Professional Drivers’ Network, the Traffic Police Directorate, and other key players.

Held under the theme “Safe Tours for a Safe Future: Making School Travel Safe Again,” the meeting focused on strengthening enforcement, raising transport standards, and curbing road crashes involving school children.

Addressing participants, the Commissioner for Transport Regulation and Safety and Chief Licensing Officer of Motor Vehicles at the Ministry of Works and Transport, Mr Winstone Katushabe, warned that unsafe vehicles and poor driving habits continue to put young lives at risk.

“Unroadworthy vehicles, overcrowding, and the lack of basic safety features continue to put school children at risk on Uganda’s roads. Safer school transport can no longer wait,” Mr Katushabe cautioned.

He emphasized that drivers entrusted with transporting learners must be held to far higher standards than those required for an ordinary driving permit.

“School transport drivers should undergo specialised certification, defensive driving training, and regular background checks before being entrusted with learners’ lives,” he noted.

Mr Katushabe cited speeding, reckless overtaking, distracted driving, and unqualified operators as primary drivers of crashes involving school transport. To mitigate these risks, he called for safer infrastructure around educational facilities, including designated pick-up and drop-off bays, pedestrian crossings, speed humps, and strict enforcement of a 30km/h speed limit in school zones.

To enforce compliance, the government plans to leverage advanced technology.

“Smart enforcement using speed cameras and Automatic Number Plate Recognition (ANPR) technology will help identify traffic offenders and improve compliance around school transport,” Mr Katushabe explained, adding that protecting learners demands a joint effort from schools, parents, transport operators, drivers, and law enforcement agencies.

The proposed interventions come as Uganda battles a severe road safety crisis. Government data reveals that the country records over 25,000 road crashes annually, resulting in roughly 25,800 casualties and between 5,000 and 6,000 deaths-translating to roughly 14 road fatalities every day.

Public outrage over learner safety reached a boiling point last month after 20 pupils and an adult lost their lives in a tragic crash involving a vehicle transporting children from King David Junior School in Kapchorwa. Several other pupils sustained serious injuries.

In response, police have launched countrywide operations targeting vehicles carrying school children beyond their licensed passenger capacity.

Meanwhile, the Ministry of Education and Sports revealed that schools have been instructed to implement immediate safety guidelines under the Basic Requirements and Minimum Standards for Educational Institutions.

Ministry spokesperson Mr Denis Mugimba stated that all vehicles transporting learners must hold a valid Private Motor Omnibus (PMO) licence accompanied by Inspection of Vehicles (IOV) certification. He added that school vehicles must be fully roadworthy, and drivers must possess the precise class of permit required for the vehicles they operate.

Mr Mugimba also reiterated the government’s decision to suspend all school study trips and educational tours until further notice while broader consultations and long-term preventive measures are finalized.

Traffic Police spokesperson Mr Michael Kananura confirmed that enforcement operations will be intensified to target violations affecting school transport, focusing heavily on route compliance, speeding, overloading, and smart technology integration.

He added that expanded use of the Express Penalty System (EPS) will enforce greater accountability among motorists.

Highlighting the technological aspect, Mr Steven Turyarugayo, the Public Relations Consultant for the ITMS project, explained that artificial intelligence embedded within the EPS will play a critical role in tracking traffic offenders.

“Through our AI-powered technology, EPS can support improved vehicle identification, monitoring, and enforcement while providing relevant authorities with better tools to promote compliance and accountability. We believe the Express Penalty System will help bring about behavioural change on our roads for the safety of school-going children,” Mr Turyarugayo said.

Ms Persis Namuganza, the State Minister for Lands, Housing and Urban Development, has warned financial institutions to stop what she described as an “ugly and inhumane” practice of seizing people’s properties over defaulted loans.

Speaking while presiding over a post-budget dialogue organised by the Uganda Society of Architects on August 6 in Kampala, Ms Namuganza said it is unfair for banks and other lenders to take over properties developed by Ugandans simply because they failed to pay their loans on time.

This, she said, has pushed many developers into absolute poverty and depression, and has ended up shrinking the entire country’s development agenda.

‘So many commercial buildings have been taken due to failure to complete loans on time. They should give people longer repayment periods,’ Ms Namuganza added.

Her remarks come at a time when majority of Ugandan developers who default on loans are suffering at the hands of banks that later sell off their properties at low market value.

While a few wealthy property owners run to the Commercial Division of the High Court and secure temporary orders stopping the sale – often citing irregular procedures, unfair interest rates, or lack of spousal consent – most small-scale developers end up losing their properties.

‘This must stop with immediate effect and a lasting solution put in place,’ Ms Namuganza said.

‘We need a proper strategy on financial literacy because this has caused health problems, death and the distortion of families,’ she added.

The post-budget dialogue, held under the theme ‘Tracking Housing Commitments in the National Budget,’ brought together government officials, planners, financiers and civil society to address Uganda’s housing crisis.

On the same platform, Ms Namuganza called for orderly and planned development, emphasizing the role of architects in guiding developers before construction.

‘Before construction, people should consider the neighbourhood. A commercial building should not be mixed with residentials. Our country should have proper physical planning,’ she said.

She also raised concern over high costs of building materials, heavy taxes, and restrictions on sand extraction by the Ministry of Environment and Minerals.

‘You must demonstrate affordable housing models and prove to the President that it is possible. My ministry remains committed to supporting the sector,’ she said.

Ms Namuganza further urged architects to promote uniformity in housing, especially in slums, arguing that the current lack of order makes the country look unattractive. She suggested benchmarking with countries like Russia and Canada.

Finance Minister Mr Henry Musasizi, represented by Deputy Permanent Secretary Mr Patrick Ocailap, outlined government expectations for the sector. He cited the need to upgrade informal settlements such as Kivulu and Namuwongo, expand affordable housing, use research to guide policy, and understand real market demand, especially among students.

Ocailap also stressed housing’s contribution to Uganda’s target of a US$500 billion economy by 2040, and called for innovative approaches, lower construction costs, reduced taxation in the building sector, and measures to curb informal housing. He commended the Uganda Society of Architects for organizing the dialogue.

Architect Kenneth Amunsimire, President of the Uganda Society of Architects, said the dialogue aimed to hold government accountable on housing commitments under the National Development Plan.

‘We are here to dialogue and track government commitment to housing in the national budget and to discuss with various stakeholders what can be improved,’ he said.

‘Housing is one of the five pillars of development. We are here together with professional bodies, housing finance, the Ministry of Finance, the Ministry of Housing, the National Planning Authority, engineers, banks and civil society so that housing is prioritised and the deficit of 2.4 million units is reduced,’ Amunsimire added.

He noted that the Society is celebrating 60 years of existence and raised concern about unregistered practitioners.

‘Only 410 members are registered out of the many who have studied architecture but are not registered. We have a board that disciplines such people. We urge the public to engage a genuine architect or seek help from us to avoid substandard work,’ he said.

Dr Joseph Muvawala, Executive Director of the National Planning Authority, encouraged citizens to prioritise decent housing as a foundation for development.

Paul Mayende, Advocacy Manager at Habitat for Humanity Uganda, said the organization has for over 43 years helped Ugandans access decent housing through interlocking blocks that lower construction costs.

He called on government to reduce taxes on building materials, particularly lower-grade products such as 32-gauge iron sheets.

Officials at the dialogue agreed that addressing Uganda’s 2.4 million unit housing deficit will require coordinated action on planning, taxation, financing, professional regulation and innovative construction methods.

Three people have been killed and 11 others injured in a road crash involving a commuter taxi and a trailer at Kakira Junction along the Jinja-Iganga Highway. Police attribute the accident to suspected reckless driving.

The crash occurred in the early hours of Thursday when a commuter taxi collided with a trailer. The three victims died on the spot, while 11 injured passengers were rushed to Jinja Regional Referral Hospital for treatment.

Hospital sources indicate that seven of the survivors are in critical condition after sustaining severe head injuries, while the others are reported to be in stable condition.

Steven Balaza, a motorcyclist who responded to the scene, said he joined other rescuers and security personnel to retrieve victims who remained trapped inside the wreckage for more than 10 minutes.

‘Calls for help from the injured initially received little response because there were few road users at the scene at the time of the crash,’ Balaza said.

Kiira Regional Police spokesperson James Mubi confirmed the accident, saying the bodies of the deceased had been taken to Jinja Regional Referral Hospital mortuary for postmortem examinations.

‘Police are working with emergency medical responders to ensure the injured receive the necessary treatment while efforts continue to establish the identities of both the deceased and the injured so that their families can be informed,’ Mubi said.

He said preliminary investigations point to reckless driving as the likely cause of the crash, although traffic investigators are still finalising their inquiries before releasing a comprehensive report.

Mubi added that the wreckage of the taxi is also being examined by the Inspector of Vehicles to determine its roadworthiness as part of the ongoing investigations.

Please tell us about your first car?

My first car was a silver 1997 Toyota Raum. When my wife became pregnant, we realised it was a delicate time, so we needed a car to run errands and avoid using boda bodas. I had a motorcycle, but that was no longer a viable option.

Was your first driving experience exciting or frightening?

My first solo drive was the day I picked up the car. I had bought it while I was away, and it was parked at a friend’s place in Wakiso. When I arrived, I went straight for it. That drive represented hope. Our family dream had finally come alive. I drove from Wakiso to Kiwanga in Mukono District, but my mind was all over the place. I pressed every button and opened everything I could touch. I was just excited and hopeful.

Why a Raum? Was it love at first sight or simply what your wallet could afford?

According to my mechanic, it had the best engine among the options available. The sliding doors were also practical, especially in tight spaces. I had initially wanted a RAV4, but I could not afford its fuel consumption. The Raum had a 1.5-litre engine, while the RAV4 had a 2.0-litre engine. In the end, reality chose for me.

What did the car mean to you back then?

I was the first person in my family to own a car, and my wife was too. It felt like we had finally reached the light at the end of the tunnel.

Did owning a car come with extra confidence?

Yes, it made a difference. People respected me more, especially when I was out in the field for work. My clothing choices also changed. When I was using a motorcycle, there were limits to how I could present myself. With a car, I had more freedom to dress differently. I felt more confident, especially when I walked into rooms where I wanted to make an impression.

When did Lubalusewo first show you that you were in a complicated relationship?

The car used to die unexpectedly in the middle of our journeys. Sometimes it would not start at all, and other times different systems would simply shut down. We kept replacing parts, thinking they were faulty. Pumps, motors; you name it. But the real problem turned out to be bad wiring and unstable power running through the vehicle.

Then I came across a mechanic known as Pastor Wellbeing. By that point, I was exhausted and honestly willing to try anything. Just the night before, I had been stuck in Kawempe at 11pm. The day before that, the car had suddenly stopped at the traffic lights in Ntinda. Pastor Wellbeing told me that if I gave him two hours, he would redo all the wiring in the car. I was skeptical, but I decided to let him try. He opened everything up, worked on the fuse box and rewired the entire car. When he finished, he asked for only Shs50,000. That man saved me a lot of money.

You once left Kampala to get medicine and somehow turned it into a two-day road trip. What happened?

My wife and I needed to get some medicine during her pregnancy. The plan was simple: drive to Mukono and come back. We had one change of clothes and had not made any serious plans. When we reached Mukono, we were told the medicine was actually in Kangulumira, on Kayunga Road. Since we had a car, we thought, ‘Why not?’

That turned out to be a bad decision.

We hit heavy traffic at Igar Petroleum and moved at a snail’s pace. It took us three hours to reach Mbalala. What started as a trip at 4pm had turned into 7pm by the time we reached Namawojjolo. Then the car started shutting down again. It would die, we would wait for it to cool down, and then continue driving. By 9pm, we were just entering Kampala Cement. Frustrated, we decided to find somewhere to sleep for the night. We first tried Lexus Resort, but it was closed. By 11pm, the car had stalled about four times. Eventually, we found a roadside bar with rooms in Namagunga, took the last available room and went to sleep. The next morning, the traffic was still heavy. We pressed on, got the medicine and eventually made it back. What was supposed to be a quick trip had become a two-day adventure.

Was there a moment when you wished you could simply disappear and leave the car behind?

Yes. My wife, our baby and I had gone to UBA Bank in the city centre. On our way back, we stopped at the traffic lights as usual. Suddenly, the car stopped and refused to start. I got out and placed warning triangles behind the car while people honked. I told my wife to take the baby and wait at the shop as I went to look for a mechanic. He eventually fixed the car, but the way people stared at us that day is something I will never forget.

Apart from dying at the worst possible moments, what else did Lubalusewo do to annoy you?

Those random shutdowns were the biggest thing. That car stressed me. It also had one control for all the windows, so I had to keep adjusting them for everyone. And there was no air conditioning. You either reached home soaked in sweat or covered in dust.

With all those repairs and fuel bills, how did you keep the relationship alive?

Fuel was manageable. Repairs were also manageable because most mechanics knew the car. I always found a way.

Did Lubalusewo teach you anything about being a grown-up?

It taught me that a car is not just a machine. It is a responsibility. The same way my newborn needed formula and diapers, the car needed fuel and servicing. Some things cannot be postponed. It trains you.

Was buying the car a brilliant decision or a very expensive mistake?

It was a necessary mistake.

And who came up with the name Lubalusewo?

My wife did. She called it Lubalusewo because the car would stop unexpectedly. Being in the passenger seat, she had a front-row seat to all the drama.

If Lubalusewo were sitting here today, what would you tell it?

I would thank it for teaching me responsibility. But no, I would not choose it again.

Why do first cars stay in our hearts, even the troublesome ones?

Because of the mistakes. The money you waste on wrong repairs and the lessons you learn the hard way.

You never forget those.

Hello John, as a general guide, it is important to understand that fuel consumption and maintenance costs in Uganda rarely match manufacturer figures. Road conditions, traffic congestion, fuel quality variations and driving habits all play a major role. What follows is a realistic, real-world estimate based on typical Kampala commuting, occasional highway use, and the ownership experience of drivers in similar income brackets. The Toyota Corona Premio with the 1.8-litre 7A-FE engine is widely regarded as one of the most economical and low-maintenance sedans available in its class. In practical Ugandan use, it will typically return about 10 to 13 kilometres per litre. It is a naturally efficient engine that does not demand aggressive fuel consumption, and it performs consistently even under stop-start traffic conditions.

In terms of maintenance, this car remains among the cheapest to own. Routine servicing is straightforward, spare parts are readily available, and mechanical systems are simple enough to avoid frequent specialist intervention. A typical service will cost in the range of about Shs150,000 to Shs300,000, while annual maintenance including occasional repairs may fall between Shs1.5m and Shs3m, depending on how heavily the car is used and how well it is maintained. The Toyota Mark X with the 2.5-litre V6 engine offers a very different ownership experience. It is a smooth, powerful and refined sedan, but its fuel consumption reflects its performance orientation. In Ugandan driving conditions, it will generally manage around seven to 10 kilometres per litre, although this can drop closer to six or seven in heavy traffic. Maintenance costs are moderate to high because of its more complex engineering, electronic systems and V6 components.

While it is still a Toyota and, therefore, reliable, repairs and parts are significantly more expensive than those of smaller-engine sedans. Routine servicing may cost between Shs250,000 and Shs500,000, and annual maintenance can range from about Shs3m to Shs6m, depending on usage and the condition of the vehicle. The Subaru Impreza is known in Uganda for its strong road grip and performance-driven character, but it is not designed with economy as a priority. Its 2.0-litre boxer engine, combined with all-wheel-drive systems in many variants, results in fuel consumption of about seven to nine kilometres per litre in mixed driving, and sometimes slightly less in heavy urban traffic. Maintenance is where ownership becomes more demanding. The engine design, suspension wear patterns and sensitivity to servicing quality mean that neglect can quickly lead to expensive repairs.

Even when well maintained, servicing costs tend to be higher than average, with routine servicing often ranging from Shs300,000 to Shs600,000, and annual maintenance potentially Shs4m and Shs8m. The Toyota Harrier equipped with the 3.0-litre V6 engine is a comfort-focused SUV that delivers strong road presence and smooth driving, but at a significant running cost. In real-world Ugandan conditions, fuel consumption is typically around five to seven kilometres per litre, especially in city use where weight and engine size work against efficiency. Maintenance costs are high, particularly because of the vehicle’s age and the complexity of its V6 system. Parts are still obtainable, but they are more expensive and sometimes require specialised sourcing.

Routine servicing can range between Shs300,000 and Shs700,000, while annual maintenance can easily fall between Shs5m and Shs10m, depending on condition. The Toyota Harrier with the 2.2-litre engine is the more economical version of the Harrier lineup, though it still carries the inherent costs of an SUV platform. It generally returns about eight to 10 kilometres per litre under mixed driving conditions, making it more manageable than the 3.0-litre variant but still less efficient than a sedan. Maintenance costs remain relatively high compared to smaller cars, largely due to age, suspension wear and SUV-related component pricing, but it is slightly more forgiving than the V6 model.

Routine servicing may range between Shs250,000 and Shs600,000, while annual maintenance typically falls between Shs4m and Shs7m. In practical terms, for someone earning around Shs2m a month, the key pressure point is not only fuel consumption but the combination of fuel plus unexpected repairs. The Corolla Premio offers the most financial stability and predictability. The Mark X offers comfort but requires disciplined budgeting. The Subaru and the 3.0 Harrier sit in a high-cost category that can quickly strain monthly income if the vehicle is used daily. The 2.2 Harrier sits in the middle, but still leans toward higher running costs than sedans. If your priority is financial comfort and predictability, the smallest engine option in a good condition, particularly the Premio, remains the most balanced choice in the Ugandan context.

Prosecution has asked the court for more time to produce exhibits in the 2018 St. Bernard’s SS Mannya school fire that killed 10 students and injured others in Rakai District.

Appearing before Masaka High Court Resident Judge Lady Justice Victoria Nankintu Katamba on Wednesday, state prosecutor Deborah Itawu told court they could not present police exhibits that day and asked for more time.

The request came after the presentation of Goffin Butere, the police officer who investigated the inferno at St. Bernard’s SS Mannya. Court had on Tuesday ordered him to present exhibits which he said were seized from the house where the accused persons were staying.

Butere, who is now serving in Kyotera District and was formerly the Rakai District Investigations Officer, told court he could not retrieve the exhibits as instructed because the police exhibit store was overcrowded.

The exhibits to be presented include a bottle said to contain fuel suspected to have been used in the inferno and shoes belonging to one of the accused, among others.

‘We need to empty the police exhibit store, which is full of many things. If we are to get these exhibits, which we can’t do in a day, we need some time to retrieve those exhibits,’ he said.

Justice Katamba granted the State’s request, giving them until next Monday to produce the exhibits so the State can complete its submission and close its case. She noted that the case has overstayed in court.

Defense lawyer Samuel Ssekyewa accused the prosecution of being unprepared, noting that the case has been in court for nearly eight years while the accused have remained on remand.

He, however, welcomed the acquittal of Henry Taremwa and Dickson Kisuule, leaving Edison Niyo and Alex Mugarura as the only remaining accused persons in jail.

‘Court had dedicated this week to see the State complete its submission this week and close its case, but we were saddened by the police officers’ statements that they could not present the exhibits. This is further delaying the case which has been in court for over six years. We hope by next week they will be able to present the exhibits as they have promised,’ he said.

The hearing was adjourned to August 10, 2026 for the prosecution to present its final witnesses.

Prosecution alleges that on November 11, 2018 at St. Bernard’s SS Mannya in Rakai District, the accused persons – Henry Taremwa, a resident of Mannya Trading Centre, Rakai; Alex Mugarura, a resident of Kihinga Village, Kasaana Sub-county, Sheema District; Dickson Kisuule, a resident of Kifamba Sub-county, Rakai District; and Edison Niyo alias Edie, self-employed, a resident of Mannya Trading Centre, and others still at large – killed Remigious Tamale and nine other students in a school fire.

According to the charge sheet, the accused are facing 49 counts, including 10 counts of murder, 36 counts of attempted murder, and one count of attempted arson.

President Museveni and his Tanzanian counterpart, Samia Suluhu Hassan, have launched a new chapter in Uganda-Tanzania energy cooperation, following the signing of a Memorandum of Understanding (MoU) which seeks to accelerate regional petroleum infrastructure, industrialisation and cross-border trade.

The agreement, which was signed in Dar es Salaam on Thursday, marks the beginning of a broader journey towards building a competitive regional energy market capable of creating jobs, attracting investment and positioning East Africa as a global energy player, a statement released by State House, Kampala, said.

It added that both leaders later witnessed the signing of an MoU between the Uganda National Oil Company (UNOC), the Tanzania Petroleum Development Corporation (TPDC) and Vitol Bahrain E.C to jointly develop the Tanga Regional Energy Hub.

The partnership builds on the East African Crude Oil Pipeline (EACOP), and is expected to transform Tanga into a regional hub for petroleum storage, refining, logistics, trading, distribution, and complement Uganda’s oil and gas projects, including the Hoima refinery, while enhancing energy security, expanding export opportunities and strengthening trade across East and Central Africa.

Uganda’s Minister of Energy and Mineral Development, Dr Monica Musenero, described the agreement as ‘a powerful demonstration of regional cooperation and a reflection of the long-held vision of the two Presidents to build a united and prosperous Africa’, and welcomed Vitol Bahrain into the partnership.

She expressed optimism that the collaboration between Kampala, Dar es Salaam, and the private sector will accelerate regional economic transformation.

‘These are not merely infrastructure projects, but strategic investments that will create jobs for our young people, deepen regional trade and strengthen the logistics systems that support our economies,’ Minister Musenero was quoted in the statement.

Adding: ‘We must ensure that we are not simply trading these resources as commodities; we need to extract greater value by developing secondary and tertiary industries, building the knowledge economy and creating high-skilled jobs in engineering, operations, maintenance, laboratory analysis and management.’

Dr Musenero further revealed that feasibility and front-end engineering design studies for the proposed refined petroleum products pipeline and storage terminal are progressing well and are expected to be completed later this year, and that feasibility studies for the proposed natural gas pipeline linking Uganda and Tanzania are expected to be concluded by October.

Beyond petroleum, she highlighted progress on the planned Uganda-Tanzania 400kV electricity interconnector, noting that Uganda concluded negotiations with the World Bank in March before securing $250m in financing in June for its section of the project.

The transmission line, Dr Musenero said, will increase electricity exchange between both countries, strengthen the Eastern African power pool and create new opportunities for electricity trade with Southern Africa.

She reaffirmed that Uganda’s planned 60,000-barrel-per-day Hoima refinery remains central to the country’s industrialisation agenda, emphasising that it complements rather than competes with the Tanga Regional Energy Hub.

‘The hub is complementary. Together, these projects will strengthen regional energy security while enabling East Africa to retain more value from its petroleum resources,’ she said, adding that the successful implementation of EACOP has demonstrated Uganda and Tanzania’s ability to deliver complex cross-border projects, boost investor confidence and pave the way for future regional investments.

The EACOP has since surpassed 90 per cent construction completion, while the planned 60,000-barrel-per-day refinery is expected to support Uganda’s energy security, while allowing the country to retain more value from its crude oil, and will be supported by a multi-products pipeline and a petroleum products storage terminal.

Her Tanzanian counterpart, Mr Deo Ndejembi, said the agreement marks the beginning of a new era of regional energy integration. ‘The story we celebrate today did not begin in 2026. It began several years ago when Tanzania and Uganda made the courageous decision to deepen cooperation in the petroleum sector.’

According to Mr Ndejembi, while EACOP laid the foundation for regional collaboration, the Tanga Regional Energy Hub represents the next phase by creating value through refining, petroleum storage, logistics, trading and industrialisation.

‘EACOP transports molecules, the Tanga Regional Energy Hub transforms those molecules into prosperity,’ he said, adding that the proposed hub has the potential to attract investments exceeding US$20 billion, making it one of the largest integrated energy infrastructure developments ever undertaken in Sub-Saharan Africa.

Mr Ndejembi further stressed that the two projects are strategically complementary, noting that Uganda’s decision to develop the Hoima refinery reflects its sovereign objective of maximising value from its petroleum resources through domestic refining and industrial development, which is fully supported by Tanzania.

The proposed bidirectional multi-product pipeline linking Uganda and Tanzania will allow refined petroleum products to move efficiently in either direction according to market demand, opening wider export opportunities for Uganda while strengthening energy security across East Africa.