Planning of National Transport Infrastructure
In the Islamic Countries
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3.3.2. Institutional and Organizational Factors
Since the 1990s, Uganda has sought to improve its transport sector infrastructure in keeping
with its economic development and growing population and urbanisation, and this has been
reflected in significant governance investment and resultant initiatives in the transport sector.
The chronology of the changes should be of interest as it tells a story of pro-active reform that
explains why Uganda is a good case to study.
 1991 Civil Aviation Authority was set up
 1992 Uganda Railways was incorporated
 1995 Uganda Constitution
 1996 Road Sector Development Programme No 1
 1998 Road Agency Formation Unit Set Up
 2001 Liquidation of Ugandan Airlines Corporation
 2002 Road Sector Development Programme No 2
 2002 Draft National Transport Policy and Strategy
 2006 Rift Valley Railway takes over the URC
 2008 Uganda National Transport Master Plan 2008 2023 (NTMP)
 2010 Uganda Road Fund
 2010 Uganda National Development Plan No 1
 2011 Kampala Capital City Authority set up
 2013 Vision 2040
 2014 Draft National Transport Policy and Strategy
 2014 Draft Plan for Kampala Metropolitan Area
 2015 National Development Plan No. 2
 2015 Standard Gauge Railway Unit Set Up
 2015 Strategic Implementation Plan for the NTMP
 2015 Intended Nationally Determined Contribution INDC submitted (Climate Change)
 2016 Rift Valley Railway wound up
 2017 Road Sector Development Plan 3 under preparation
 2017 Mid Term Review of the NTMP
 2018 National Transport Master Plan 2020/2040
 2020 National Development Plan No. 3
The main conclusions that can be drawn from this chronology is that the process was proactive
in reforming transport sector management from a centrally driven to a more modern and
devolved one. Each mode of transport was reformed and restructured to work more efficiently
and effectively with URC being leased out to Rift Valley Railways Ltd. The timeline also indicates
a flexibility and willingness to correct, revisions and reversals if objectives are not achieved. It
also shows that the transport plans, strategies and programmes were prepared hierarchically
(top down). An important comment is that only towards the end of the road map was the
usefulness of a new transport policy realised in 2014 – not at the beginning of the reform
process. However, national transport master-planning has become a proxy for policy making in
many countries including Uganda.