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SGR by the Numbers: Some Unpleasant Arithmetic

9 min read.

In the beginning was a fiction – that the Chinese railway would freight 22 million tonnes a year, and in so doing, replace the trucking business. Turns out – and this from the government’s own internal assessments – that the maximum amount of annual freight on the SGR is 8.76 million tonnes, almost a third of what was promised. Interest alone on the $3 billion debt is in US$200 million (KSh 20 billion) per year, which works out to KSh 45,000 – KSh 60,000 per container. Contrary to official assurances, explains DAVID NDII, the railway will require both State coercion and a massive public subsidy to stay in business.

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SGR by the Numbers: Some Unpleasant Arithmetic
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“Unpleasant arithmetic” is a popular economists phrase coined by Thomas Sargent, the 2011 economics Nobel Prize laureate and Neil Wallace in an influential 1981 paper simply titled “Some unpleasant monetarist arithmetic” that sought to demonstrate that monetary policy is a useless anti-inflation tool. The deadpan title had a double meaning, the truly horrendous math and the unsettling policy implications. The good news is that Kenya’s standard gauge railway (SGR) arithmetic turns out to be unpleasant only in one dimension. The bad news is that it is the money end of the business, not the math.

It is helpful to start by putting the scale of the project in perspective.

UK’s Crossrail project, an expansion of the London commuter rail system has been billed as Europe’s most expensive infrastructure project, with a price tag of US$ 23 billion, five times the cost of the Mombasa-Naivasha SGR. But the project amounts to less than one percent of UK’s $2.6 trillion dollar economy (37 times Kenya’s), and 3.5 percent of government revenue. The UK borrows long term domestically at between 1.5—2.5 percent per year. If we take the higher figure, the interest cost of financing the Crossrail project is about 0.1 percent of government revenue. The most expensive infrastructure project in Europe increases the UK’s public debt by less than one percent of GDP and puts no pressure on the government budget.

When it was starting in 2014, the $3 billion outlay for the Mombasa-Nairobi segment amounted to 5.4 percent of GDP and 11 percent of government revenue. The cost to completion (Mombasa to Malaba), estimated at US$8 billion at the time, was in the order of 15 percent of GDP and 73 percent of government revenue. If we were to finance it from floating international bonds, the interest cost on the $4.5 billion dollars we’ve borrowed already would translate to 2.5 percent of government revenue, 28 times the cost of Crossrail’s debt burden on UK’s taxpayers.

But the Chinese bank loans have a higher revenue burden than bonds since we have to pay both interest and principal. We now know that the cost is in the order of KSh 50 billion per year currently, equivalent to four percent of revenue. That translates to 45 times CrossRail’s debt burden on UK taxpayers. Moreover, as noted, the UK borrows domestically, with no currency risk. The shilling has depreciated 18 percent since we borrowed, raising the interest cost by KSh 3 billion a year.

When it was starting in 2014, the $3 billion outlay for the Mombasa-Nairobi segment amounted to 5.4 percent of GDP and 11 percent of government revenue. The cost to completion (Mombasa to Malaba), estimated at US$8 billion at the time, was in the order of 15 percent of GDP and 73 percent of government revenue.

To contemplate a project of that scale, you need a very high degree of certainty of its viability. It is otherwise reckless.

The key selling point of the SGR project is that it would get the huge trucks off the road. It would also be cheaper and faster. The public was told that it would haul 22 million tonnes of freight a year. As this column pointed out then, this was always doubtful.

A typical locomotive hauls of between 3000 and 4000 tonnes of freight. We now know that the SGR locomotives’ capacity is 3000 tonnes. The 22-million ton target works out to 20 trains a day, a train every 80 minutes. But the government has also marketed passenger services, which brings you down to a train an hour. It matters that over 90 percent of the freight is imports. If it was equally divided between imports and exports, you would need half the departures. But with virtually all freight going one way, a departure every hour both ways on a single track is a stretch.

We now know courtesy of a study by government policy think tank, KIPPRA, that the operational capacity of the railway in terms of the rolling stock already acquired and configuration of the line (e.g. provisions for trains to pass each other), is twelve trains a day, with provision for four passenger and eight freight trains a day, with a capacity of 8.7 million tonnes a year.

Besides falling far short of the so called design capacity, this raises a serious question about the viability of extending the railway to Uganda. Currently, the volume of transit cargo coming through the port of Mombasa is close to eight million tons, just about the same capacity as the railway. Thus, the current operational capacity cannot serve both the domestic and transit cargo—it is one or the other. To serve both will require expanding the capacity on the completed section to at least double what it is, escalating the already exorbitant cost even further. In a decade or so, it will still come down to a question of domestic or transit freight. If the railway will have been extended, it will only make business sense to carry transit cargo, begging the question why Kenya would have borrowed so much money to build a railway for other countries.

The railway has been sold as a commercially viable project, that is, it would pay for itself. This column challenged this claim from the outset. In the first of many columns, I maintained that the railway could not pay, and that the debt would be paid from the public purse. This has now come to pass.

Currently, the volume of transit cargo coming through the port of Mombasa is close to eight million tons, just about the same capacity as the railway. Thus, the current operational capacity cannot serve both the domestic and transit cargo—it is one or the other. To serve both will require expanding the capacity on the completed section to at least double what it is, escalating the already exorbitant cost even further. In a decade or so, it will still come down to a question of domestic or transit freight. If the railway will have been extended, it will only make business sense to carry transit cargo, begging the question why Kenya would have borrowed so much money to build a railway for other countries.

The only feasibility study I have seen was done by the contractor China Road and Bridge Corporation (CRBC). It is possible that the lenders could have conducted their own feasibility studies as other development financial institutions do, but if such exist, they are a closely guarded secret.

The CRBC feasibility study has a chapter titled economic evaluation, though it is unlike any investment appraisal I have come across. It asserts that the project has “high profitability” and “financial accumulation ability”, but there are no cash flow projections to back this up. It presents Net Present Value (NPV) of three different configurations of US$ 2.0, 2.4 and 2.6 billion as evidence of viability, leaving one at a loss to understand how this justifies borrowing US$3.2 billion for the project. NPV is the current value of the future earnings of a project and should be higher than the cost of the project.

Be that as it may, the railway’s economic justification turns on cheap freight. The study asserts that the railway would turn a profit with a tariff of US$ 0.083 a ton per kilometre (8 US cents). Containers weigh between 20 and 30 tons, hence the study’s tariff at the time translated to between US$ 830 and US$ 1245 (Ksh. 70,000 to Ksh. 100,000) to freight containers from Mombasa to Nairobi. It puts road haulage cost at US$ 0.10 to US$ 0.12 (10 to 12 US cents), hence the proposed SGR tariff would have been 20 to 45 percent cheaper than trucking.

The only feasibility study I have seen was done by the contractor China Road and Bridge Corporation (CRBC)…It has a chapter titled economic evaluation, though it is unlike any investment appraisal I have come across. It asserts that the project has “high profitability” and “financial accumulation ability”, but there are no cash flow projections to back this up. It presents Net Present Value (NPV) of three different configurations of US$ 2.0, 2.4 and 2.6 billion as evidence of viability, leaving one at a loss to understand how this justifies borrowing US$3.2 billion for the project.

According to the Economic Survey, the source of official statistics, in 2012, when the feasibility study is dated, railway freight revenue was Ksh. 4.40 a ton per kilometre, which works out to $0.052 cents. In effect, the SGR claimed that it would make freight cheaper, while in fact its break-even tariff was higher than the railway tariff prevailing at the time. Even the postulated tariff advantage over trucks is flawed because it covers freighting to the inland container depot (ICD) and does not include the additional cost of moving the containers from the ICD to the owners’ premises.

If the tariff advantage over road could be defended, the correct way to measure its economic benefits would be the cost savings, the difference between the “with and without” scenarios. We now know, courtesy of the KIPPRA study, that the actual operational capacity of the railway is 8.76 million tonnes. If we assume, heroically, trains operating at full capacity for the 25 years used in CRBC’s feasibility study and the maximum cost saving ($0.037 a ton per kilometre) we obtain an Internal Rate of Return of 2.4 percent, against a standard benchmark opportunity cost of capital for development projects of 12 percent.

More importantly, the returns are highly sensitive to the railway’s cost advantage over trucking. If we use the lower-bound trucking cost of $0.10 which reduces the cost advantage to $0.017, the project’s Internal Rate of Return (IRR) falls close to zero, the NPV drops to $580 million and the benefit cost ratio (BCR) to 0.2. The IRR is the discount rate at which the NPV of a project is zero and is used to compare a project’s return to the cost of capital. The BCR is simply the benefits over costs and should exceed one for a viable project. A BCR below one means that the project is an economic liability.

The parameters of the feasibility study have already been blown out of the water by exchange rate movements. The 12 US cents trucking tariff used in the study was KSh10.15 in 2012 (at Ksh 84.50 to the dollar). Today KSh 10.15 translates to 10 US cents which as we saw, makes the railway an economic liability. The problem with the SGR is that the bulk of its costs are in foreign currency— indeed, its approved tariffs are dollar-denominated. Trucking has less foreign currency exposure and it is indirect. If the shilling depreciates, the railway loses cost advantage. This is exactly what has happened. As of mid last year, trucks were charging between KSh 70,000 and 90,000 to transport a 40-foot container from Mombasa to Nairobi, which works out to between $0.05 and 0.07 a ton per kilometre compared to the feasibility study’s break-even rate of US$ 0.083.

Over the long haul, currencies adjust to the inflation difference between a country and its trading partners, which for the Kenya shilling translates to depreciating by five percent per year on average. So far the government is relying on coercion to put cargo on the train, even though it is charging what it is calling a discounted tariff. Raising prices is going to be a difficult proposition. We can also expect the prices and operational efficiency of trucks to continue improving, while the railway is stuck with its current locomotives for decades. The price advantage will continue moving in favour of trucking.

With the installed operational capacity of 8.76 million tonnes, interest on its debt which is in the order of US$200 million (KSh 20 billion) translates to 4.6 US cents a ton per kilometre which works out to KSh 45,000 – KSh 60,000 per container. Add operational costs, and it is readily apparent that there is no competitive tariff that would enable the railway to service its debt. Moreover, it is difficult for the railway to operate at full capacity all the time. In effect, the railway will require both coercion and a massive subsidy to stay in business.

We are now compelled to confront the question: what is the economic rationale of establishing a subsidized public monopoly to replace a competitive industry? With cost advantage more or less out of the question, we are left with two arguments. One, that road haulage does not factor in the public costs of building and maintaining roads— including the disproportionate damage that heavy trucks inflict on the roads. The second is that road haulage cannot cope with the projected freight growth, in effect, that the railway line is a necessity, regardless of the cost. Let’s look at each in turn.

The contention that road haulage is implicitly subsidized is simply untrue. Freight trucks do exact a heavy wear and tear toll on the highway, but they also pay their fair share for it. The government is presently collecting KSh 18 per litre of fuel, which translates to Ksh 3,200 per Mombasa-Nairobi trip for a prime mover consuming 180 litres of diesel. Current freight container traffic on the road is at 1.2 million twenty-foot equivalent (TEUs), we are talking fuel levy revenues in the order of KSh 3.5 billion a year. When you add other users, the Mombasa-Nairobi section is generating upwards of KSh 5 billion in fuel levy funds – KSh 10 million per kilometre. It is enough to maintain it. In fact, if the government were to leverage it (i.e. float a bond and pay interest from it), it would be able to finance a phased expansion into a dual carriageway.

What is the economic rationale of establishing a subsidized public monopoly to replace a competitive industry?

The other is that the road would not be able to cope with the growing freight volume and a railway. International evidence suggests otherwise. In the EU for instance, the rail’s share of freight has fallen from 60 percent in the 70s, to just under 20 percent today, despite determined efforts by governments to reverse it. Railways have struggled to offer the flexible logistical requirements of the distributed just-in-time supply chains of a globalized information age. It is, after all, a nineteenth-century technology. Which is why I get rather amused when I hear the building of the “standard gauge” rail (a “standard” established in 1886) being characterized as a giant technological leap into the future.

David Ndii
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David Ndii is a leading Kenyan economist and public intellectual.

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What Kenyans Have Always Wanted is to Limit the Powers of the Executive

As Kenya’s political class considers expanding the executive branch of government, no one seems to be talking about restricting its powers.

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What Kenyans Have Always Wanted is to Limit the Powers of the Executive
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The tyranny of numbers, a phrase first applied to Kenyan politics by one of Kenya’s most well-known political commentators, Mutahi Ngunyi, was repeated ad nauseum during the week of waiting that followed Kenya’s 2013 general elections.

In ads published in the run-up to the 2013 elections by the Independent Electoral and Boundaries Commission (IEBC), people were told to vote, go home and accept the results. Encouraged by a state that had since the 2007 post-electoral violence dominated public discourse and means of coercion, the military pitched camp in polling stations. Many streets in Kenya’s cities and towns remained deserted for days after the polls closed.

According to Ngunyi, the winner of the 2013 elections had been known four months earlier, that is, when the electoral commission stopped registering voters.

In a country whose politics feature a dominant discourse that links political party and ethnicity, the outcome of voter registration that year meant that the Uhuru Kenyatta and William Ruto-led coalition, the Jubilee Alliance, would start the electoral contest with 47 per cent of the vote assured. With these statistics, their ticket appeared almost impossible to beat. For ethnic constituencies that did not eventually vote for Uhuru Kenyatta – the Jubilee Alliance presidential candidate in 2013 – a sense of hopelessness was widespread.

For them, a bureaucratic, professionalised, dispassionate (even boring) discourse became the main underpinning of the 2013 elections.

This was not the case in 2017.

Uhuru Kenyatta, pressured by opposition protests and a Supreme Court ruling that challenged his victory and ordered a re-run, met with Raila Odinga – his challenger for the presidency in the 2013 and 2017 elections – and offered a settlement. It became known as the Building Bridges Initiative (BBI).

In his 2020 Jamhuri Day speech, Uhuru reiterated that the purpose of the BBI process is to abolish the winner-takes-all system by expanding the executive branch of government.

As he explained it, the challenge to Kenya’s politics is the politicisation of ethnicity coupled with a lack of the requisite number of political offices within the executive branch that would satisfy all ethnic constituencies – Kenya has 42 enumerated ethnic groups.

The revised BBI report that was released on 21 October 2020 (the first was published in November 2019) has now retained the position of president, who, if the recommendations are voted for in a referendum, will also get to appoint a prime minister, two deputy prime ministers and a cabinet.

Amid heckles and jeers during the launch of the revised BBI report, Deputy President William Ruto asked whether the establishment of the positions of prime minister and two deputy prime ministers would create the much sought-after inclusivity. In his Jamhuri Day speech, the president conceded that they wouldn’t, but that the BBI-proposed position of Leader of Official Opposition – with a shadow cabinet, technical support and a budget – would mean that the loser of the presidential election would still have a role to play in governance.

One could not help but think that the president’s statement was informed by the fact that Odinga lost to him in both the 2013 and 2017 presidential elections –  this despite Odinga’s considerable political influence over vast areas of the country.

The 2010 constitution’s pure presidential system doesn’t anticipate any formal political role for the loser(s) of a presidential election. Raila held no public office between 2013 and 2017, when he lost to Uhuru. This did not help to address the perception amongst his supporters that they had been excluded from the political process for many years. In fact, Raila’s party had won more gubernatorial posts across the country’s 47 counties than the ruling Jubilee Alliance had during the 2013 elections.

While Raila’s attempts to remain politically relevant in the five years between 2013 and 2017 were largely ignored by Uhuru, the resistance against Uhuru’s victory in 2017 wasn’t.

The anger felt by Raila’s supporters in 2017 following the announcement that Uhuru had won the elections – again – could not be separated from the deeply-entrenched feelings of exclusion and marginalisation that were at the centre of the violence that followed the protracted and disputed elections.

The reading of Kenyan politics that is currently being rendered by the BBI process is that all ethnic constituencies must feel that they (essentially, their co-ethnic leaders) are playing a role in what is an otherwise overly centralised, executive-bureaucratic state. This is despite the fact that previous attempts to limit the powers of the executive branch by spreading them across other levels of government have often invited a backlash from the political class.

Kenya’s independence constitution had provided for a Westminster-style, parliamentary system of government, and took power and significant functions of government away from the centralised government in Nairobi, placing significant responsibility (over land, security and education, for instance) in the hands of eight regional governments of equal status known in Swahili as majimbo. The majimbo system was abolished and, between 1964 to 1992, the government was headed by an executive president and the constitution amended over twenty times – largely empowering the executive branch at the expense of parliament and the judiciary. The powers of the president were exercised for the benefit of the president’s cronies and co-ethnics.

By 2010 there was not a meaningful decentralised system of government. The executive, and the presidency at its head, continued to survive attempts at limiting their powers. This has continued since 2010.

As Kenya’s political class considers expanding the executive branch of government, no one seems to be talking about restricting its powers.

Beyond the minimum of 35 per cent of national revenue that the BBI report proposes should be allocated to county governments, it is less clear whether the country’s leaders are prepared to decentralise significant powers and resources away from the executive, and away from Nairobi.

Perhaps the real solution to the challenges of governance the BBI process purports to address is to follow the prescriptions of the defunct Yash Pal Ghai team – it went around the country collecting views for constitutional change in 2003-2004.

According to a paper written by Ghai himself, the Ghai-led Constitution of Kenya Review Commission (CKRC) had no doubt that, consistent with the goals of the review and the people’s views, there had to be a transfer of very substantial powers and functions of government to local levels.

The CKRC noted – much like Uhuru Kenyatta and Raila Odinga now have – that the centralised presidential system tends to ethnicise politics, which threatens national unity.

Kenyans told the CKRC that decisions were made at places far away from them; that their problems arose from government policies over which they had no control; that they wanted greater control over their own destiny and to be free to determine their lifestyle choices and their affairs; and not to be told that they are not patriotic enough!

Yes, the BBI report has proposed that 5 per cent of county revenue be allocated to Members of County Assemblies for a newly-created Ward Development Fund, and that businesses set up by young Kenyans be exempted from taxation for the first seven years of operation. However, this doesn’t amount to any meaningful surrender of power and resources by the executive.

In emphasising the importance of exercising control at the local level, Kenyans told the CKRC that they wanted more communal forms of organisation and a replacement of the infamous Administration Police with a form of community policing. They considered that more powers and resources at the local level would give them greater influence over their parliamentary and local representatives, including greater control over jobs, land and land-based resources.  In short, Kenyans have always yearned for a dispersion of power away from the presidency, and away from the executive and Nairobi. They have asked for the placing of responsibility for public affairs in the hands of additional and more localised levels of government.

This is what would perhaps create the much sought-after inclusivity.

But as the BBI debate rages on, the attention of the political class is now on the proposed new positions within the executive branch. And as the debate becomes inexorably linked to the 2022 Kenyatta-succession race, questions centring on political positions will likely become personalised, especially after the political class cobbles together coalitions to contest the 2022 general elections.

Meanwhile, ordinary Kenyans will be left battling the aftermath of a pandemic, and having to deal with the usual stresses brought on by a political class seeking their votes for another round of five years of exclusion.

The more things change, the more they remain the same.

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Democracy for Some, Mere Management for Others

The coming election in Uganda is significant because if there is to be managed change, it will never find a more opportune moment.

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Democracy for Some, Mere Management for Others
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Western powers slowly tied a noose round their own necks by first installing Uganda’s National Resistance Movement regime, and then supporting it uncritically as it embarked on its adventures in militarism, plunder and human rights violations inside and outside Uganda’s borders.

They are now faced with a common boss problem: what to do with an employee of very long standing (possibly even inherited from a predecessor) who may now know more about his department than the new bosses, and who now carries so many of the company’s secrets that summary dismissal would be a risky undertaking?

The elections taking place in Uganda this week have brought that dilemma into sharp relief.

An initial response would be to simply allow this sometimes rude employee to carry on. The problem is time. In both directions. The employee is very old, and those he seeks to manage are very young, and also very poor and very aspirational because of being very young. And also therefore very angry.

Having a president who looks and speaks like them, and whose own personal life journey symbolises their own ambitions, would go a very long way to placating them. This, if for no other reason, is why the West must seriously consider finding a way to induce the good and faithful servant to give way. Nobody lives forever. And so replacement is inevitable one way or another.

But this is clearly not a unified position. The United Kingdom, whose intelligence services were at the forefront of installing the National Resistance Movement/Army (NRM/A) in power nearly forty years ago, remains quietly determined to stand by President Yoweri Museveni’s side.

On the other hand, opinion in America’s corridors of power seems divided. With standing operations in Somalia, and a history of western-friendly interventions in Rwanda, the Democratic Republic of Congo, South Sudan, and even Kenya, the Ugandan military is perceived as a huge (and cut-price) asset to the West’s regional security concerns.

The DRC, in particular, with its increasing significance as the source of much of the raw materials that will form the basis of the coming electric engine revolution, has been held firmly in the orbit of Western corporations through the exertions of the regime oligarchs controlling Uganda’s security establishment. To this, one may add the growing global agribusiness revolution in which the fertile lands of the Great Lakes Region are targeted for clearing and exploitation, and for which the regime offers facilitation.

Such human resource is hard to replace and therefore not casually disposed of.

These critical resource questions are backstopped by unjust politics themselves held in place by military means. The entire project therefore hinges ultimately on who has the means to physically enforce their exploitation. In our case, those military means have been personalised to one individual and a small circle of co-conspirators, often related by blood and ethnicity.

However, time presses. Apart from the ageing autocrat at the centre, there is also a time bomb in the form of an impoverished and anxious population of unskilled, under-employed (if at all) and propertyless young people. Change beckons for all sides, whether planned for or not.

This is why this coming election is significant. If there is to be managed change, it will never find a more opportune moment. Even if President Museveni is once again declared winner, there will still remain enough political momentum and pressure that could be harnessed by his one-time Western friends to cause him to look for the exit. It boils down to whether the American security establishment could be made to believe that the things that made President Museveni valuable to them, are transferable elsewhere into the Uganda security establishment. In short, that his sub-imperial footprint can be divorced from his person and entrusted, if not to someone like candidate Robert Kyagulanyi, then at least to security types already embedded within the state structure working under a new, youthful president.

Three possible outcomes then: Kyagulanyi carrying the vote and being declared the winner; Kyagulanyi carrying the vote but President Museveni being declared the winner; or failure to have a winner declared. In all cases, there will be trouble. In the first, a Trump-like resistance from the incumbent. In the second and the third, the usual mass disturbances that have followed each announcement of the winner of the presidential election since the 1990s.

Once the Ugandan political crisis — a story going back to the 1960s — is reduced to a security or “law and order” problem, the West usually sides with whichever force can quickest restore the order they (not we) need.

And this is how the NRM tail seeks to still wag the Western dog: the run-up to voting day has been characterised by heavy emphasis on the risk of alleged “hooligans” out to cause mayhem (“burning down the city” being a popular bogeyman). The NRM’s post-election challenge will be to quickly strip the crisis of all political considerations and make it a discussion about security.

But it would be strategically very risky to try to get Uganda’s current young electorate — and the even younger citizens in general — to accept that whatever social and economic conditions they have lived through in the last few decades (which for most means all of their lives given how young they are) are going to remain in place for even just the next five years. They will not buy into the promises they have seen broken in the past. Their numbers, their living conditions, their economic prospects and their very youth would then point to a situation of permanent unrest.

However, it can be safely assumed that the NRM regime will, to paraphrase US President Donald Trump, not accept any election result that does not declare it the winner.

Leave things as they are and deal with the inevitable degeneration of politics beyond its current state, or enforce a switch now under the cover of an election, or attempt to enforce a switch in the aftermath of the election by harnessing the inevitable discontent.

Those are the boss’ options.

In the meantime, there is food to be grown and work to be done.

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Uganda Elections 2021: The Elephant Website Blocked Ahead of Poll

For about a month now, some of our readers within Uganda have been reporting problems accessing the website. Following receipt of these reports, we launched investigations which have established that The Elephant has been blocked by some, though not all, internet service providers in the country.

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Uganda Elections 2021: The Elephant Website Blocked Ahead of Poll
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Dear Readers/Viewers,

For four years now, The Elephant has been one of the premier online sources of news analysis in the East African region with a fast-growing readership across the African continent and beyond.

For about a month now, some of our readers within Uganda have been reporting problems accessing the website. Following receipt of these reports, we launched investigations which have established that The Elephant has been blocked by some, though not all, internet service providers in the country.

We have further ascertained that the directive to do so came from the Uganda Communication Commission (UCC) and was implemented beginning 12 December 2020, when we noticed a sudden traffic drop coming from several providers in Uganda, including Africell and Airtel. A forensics report, which provides technical details on the blocking, is available here.

We have written to the UCC requesting a reason for the blocking but are yet to receive a response.

The Elephant wholeheartedly condemns this assault on free speech and on freedom of the press and calls on the Ugandan government to respect the rights of Ugandans to access information.

We would like to assure all our readers that we are doing everything in our power to get the restrictions removed and hope normal access can be restored expeditiously.

As we do this, to circumvent the block, a Bifrost mirror has been deployed. Readers in Uganda can once again access The Elephant on this link.

Thank you.

Best Regards

John Githongo
Publisher

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