Instead, the focus remains on restoring the existing rail network and expanding services, particularly with diesel-powered trains, as part of the country’s railway revitalization strategy according to John Lennon Sengendo, URC’s senior public relations and communications officer.
URC recently completed upgrades on the Kampala-Mukono Meter Gauge Railway (MGR), primarily catering to passenger services. Plans are underway to introduce cargo services soon, while ongoing projects, including the Tororo-Gulu line, aim to enhance the rail system across key regions like Mbale, Kumi, Soroti, and Lira, culminating at the Gulu Logistics Hub.
Additionally, there is significant progress toward the construction of the Standard Gauge Railway (SGR) line between Kampala and Malaba, which will eventually extend to borders with the Democratic Republic of Congo, Rwanda, and South Sudan.
Unlike the planned SGR project, which will be electric, all upgrades on the MGR will continue using diesel-powered trains. According to URC, procurement is underway for diesel multiple units (DMUs), which are trains powered by onboard diesel engines and do not require a separate locomotive.
This decision has sparked debate, particularly as Uganda now generates electricity far beyond current demand. Many question why the country isn’t transitioning to electric trains, given its increased electricity capacity.
“For the improvements we are doing on the MGR network, specifically for the passenger service component, there will not be electrification, at least for now. Electrification will be purely on the SGR,” said Sengendo.
He emphasized that DMUs and electric multiple units (EMUs) are the same. The only difference is that one is electric and the other is Diesel,” he says, adding that the DMUs to be deployed will be able to move at speeds of 120 kilometres per hour, “which is relatively good.”
Furthermore, Sengendo pointed out that cost is a major factor behind the preference for DMUs. While Uganda has abundant electricity, the infrastructure needed for electrification is expensive. “A lot of work and money goes into the installation of the infrastructure, which may not make sense to do on the MGR, yet the government is constructing an SGR, which will be electric,” he explained.
Uganda plans to incorporate feedback from citizens to ensure the DMUs offer both comfort and efficiency, with the manufacturer tailoring them to the country’s specific requirements.
A potential challenge to seamless rail transport across the region lies in Kenya’s SGR, which remains diesel-powered. This could hinder smooth operations between Mombasa and Kampala. Sengendo, however, expressed optimism that by the time Uganda’s SGR is complete, the two countries will have aligned their strategies, possibly considering hybrid rolling stock that can operate on both diesel and electric tracks if Kenya doesn’t electrify its SGR.
Many countries worldwide continue to use DMUs, including the USA, Canada, the UK, Australia, Japan, and several European nations like Germany, Belgium, and Russia. Recent technological advancements have produced diesel-hydraulic engines, which can alternate between diesel and hydraulic power, reducing emissions, noise, and fuel consumption.
Experts note that DMUs offer more flexibility since they can run on electrified tracks, whereas electric trains can only operate on dedicated electric railways. While electrified systems may prove more cost-effective in the long run – typically after about 30 years, depending on electricity costs – DMUs remain a practical and affordable solution for Uganda’s immediate rail needs.
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