The recently launched Automated Electronic Penalty System (EPS) has triggered widespread frustration among motorists, with many accusing it of being punitive, exploitative, and dangerously impractical.
Powered by advanced Automated Number Plate Recognition (ANPR) cameras, the system automatically issues fines for traffic violations such as speeding, red-light running, and lane infractions. But while the government promotes it as a step toward modern, efficient traffic management, many road users are experiencing it as a costly and chaotic ordeal.
Drivers have taken to social media to share their grievances, recounting stories of receiving multiple fines within hours. One particularly vocal motorist, identified as Nasasira, described how he was slapped with three fines in a single day—totaling Shs1.4 million—simply for moving through Kampala’s high-surveillance zones. Within three days, the penalties ballooned to Shs2.1 million due to non-payment.
“I stopped to fuel at Shell Express—got a ticket. Drove via the Northern Bypass—got another. Headed back to Entebbe through Abayita—got a third,” he posted, voicing a common sentiment: the system feels more like a revenue trap than a road safety measure.
Adding to the controversy is the questionable enforcement of unusually low speed limits. Sections of the Northern Bypass, for example, have speed limits reduced to as low as 30 km/h—forcing drivers to slow to potentially hazardous speeds, particularly during low-visibility hours.
Fueling public anger further is a recent report by Parliament’s Works and Transport Committee, which raises red flags about the financial arrangement behind the system. The EPS operates under the broader Intelligent Transport Monitoring System (ITMS), implemented through a partnership between the Government of Uganda and Russian firm Joint Stock Company Global Security (GS).
The report reveals that under the current agreement, GS will pocket 80% of all fine revenues, while Uganda retains just 15%. With projected collections of USD 510 million over the next decade, this means GS will earn a staggering USD 408 million, leaving Uganda with only USD 76 million.
The revenue-sharing structure, paired with aggressive enforcement and unclear road regulations, has raised urgent questions about the system’s true intent. Is it about improving road safety, or is it a high-tech cash cow—one that risks turning Uganda’s roads into toll zones for unsuspecting motorists?
For now, however, the EPS remains active—and so does the discontent.
