The spirit and impetus of the Express Penalty System (EPS) stem from a painful reality etched deep within the hearts of Uganda’s policymakers and road safety managers. The gruesome aftermath of reckless driving, especially speeding, is no longer just a statistic—it’s a national crisis.
According to data presented by the then Acting Director of Traffic Police, Lawrence Niwabiine, Uganda lost at least 5,144 people to road crashes in 2024, representing a 7% increase from 4,806 deaths in 2023, which had also risen from 4,534 fatalities in 2022. These figures translate to 13 lives lost every single day. Imagine 5,000+ coffins each year. Behind each casket lies a grieving family, dreams extinguished, and communities left hollowed by sudden, avoidable loss.
This disturbing trend underscores the necessity of measures like the EPS. Speed is the primary killer on our roads, and unchecked driving habits have turned highways into death traps. The EPS is, therefore, a correct policy in spirit and objective. It represents the government’s strong resolve to restore sanity on our roads and preserve lives.
However, the policy’s execution is hurried, rigid, and inadequately consultative. Its implementation lacks flexibility and a proper feedback loop, which are essential pillars of sound policy design. A good policy must have a soul — a blend of clear objectives, inclusive stakeholder engagement, evidence-based strategies, and robust, adaptive mechanisms for implementation.
Take my own experience as an example. I sold a car sometime last year to a client who is still completing payment. As per our agreement, I withheld the transfer of ownership until payment is fulfilled. Recently, I received an EPS penalty of 600,000 Ugandan Shillings—for speeding on the Entebbe Expressway—yet I was not behind the wheel. The offense was committed by the client who now operates the vehicle. But the system still recognizes me as the owner. My name is what appears in the Police records, not his.
This scenario raises a crucial concern. What mechanisms are in place for EPS implementers to handle such real-world complications? Is there a channel where vehicle owners can flag incomplete transactions or indicate shared use of the vehicle? Without such provisions, the EPS risks penalizing the innocent, thereby losing public trust and creating an enforcement nightmare.
Many Ugandans are voicing legitimate concerns — from the high cost of penalties to unclear speed limits and enforcement procedures. These are not rebellious voices. They are voices of citizens who want to comply but seek fairness, clarity, and understanding in the system.
My suggestion is simple yet profound: Return the EPS to ground zero. Reboot. Engage the public. Involve car dealers, drivers’ associations, insurers, transport unions, legal minds, and civil society. Collect feedback. Introduce digital reforms that can track real-time vehicle operators, accommodate co-ownership or payment-based transfers, and provide warnings before penalties are issued. Let’s build a hybrid EPS, anchored in both deterrence and fairness.
At its core, the EPS is a noble idea — one that seeks to save lives and reduce national trauma. But noble ideas need proper structure, effective communication, and flexibility to succeed. I am hopeful that the Ministry of Works and Transport and the Uganda Police Force will consider this phase as a learning pilot, leading to a more robust, transparent, and compassionate national rollout.
The lives we save will be worth every refinement we make.
