RAILWAY TRANSPORT UTILISATION AND SUSTAINABLE SUPPLY CHAIN MANAGEMENT IN UGANDA
1. Background
Railway transport plays a vital role in the growth and development of economies as it is ideal for moving large volumes of cargo for long distances (Pozhidaev, 2021). Globally, railway accounts for 11% of all freights (European Union, 2016). It carries goods and resources from production centers through to consumption points and also for exports. Rail supports green and e-mobility, sustainability and the blue economy due its efficiency, capacity, and lower carbon print compared to other modes of transport. The African Agenda 2063 indicates that railway transport delivers direct de-carbonization and cost efficient outcomes (African Union Commission, 2015). The Agenda highlights that expanding Africa’s railway network will spur trade, economic growth, enhance economic activity and create jobs.
Uganda faces high logistics costs, road congestion, long lead times, and carbon emissions that hinder sustainable supply chain management (Kato & Mwesige, 2022). Limited multimodal infrastructure further reduces efficiency and increases risks of product damage (Nsubuga, 2023). Increased railway transport utilization can lower freight costs, enhance transit reliability, reduce emissions, and ease road pressure (Okello & Wang, 2024). Rail also supports bulk handling and regional trade, strengthening supply chain resilience (Ssenoga, 2023).
Sustainable Supply Chain Management (SSCM) has become increasingly vital as organizations strive to enhance operational efficiency while minimizing environmental impact and promoting social well-being (Kakuru & Wang, 2023). Effective SSCM reduces waste, lowers carbon emissions, improves reliability, and enhances cost efficiency, making it central to national competitiveness and economic resilience (Nabimanya, 2024). In developing economies such as Uganda, where logistics systems heavily influence trade and industrial performance, SSCM remains crucial for strengthening market access and supporting long-term growth.
Despite this relevance, Uganda continues to face major sustainability challenges within its supply chains. The country’s freight sector still depends primarily on road transport, which is more expensive, prone to delays, environmentally damaging, and susceptible to road congestion (Kato & Mwesige, 2022). Railway transport offers a more sustainable alternative capable of transporting bulk cargo at lower cost and with reduced emissions. However, despite increasing attention and gradual improvement in railway transport utilization, sustainable supply chain management in Uganda has remained a challenge. The World Bank’s overall Logistics Performance Index (LPI) for Uganda was 2.58 in 2018 lower than the Sub-Saharan region score of 2.89 in all the six indicators (World Bank, 2025).
Government and regional initiatives have sought to improve railway operations through the rehabilitation of the Meter Gauge Railway along the Kampala–Malaba and Kampala–Port Bell corridors, purchase of modern locomotives and planning for the Standard Gauge Railway to enhance connectivity (Ssenoga, 2023). Additional efforts through the Northern Corridor Integration Projects aim to foster multimodal transport and modernize logistics structures. These initiatives aim to modernize infrastructure, increase reliability, and enhance the efficiency of freight movement and passenger services. Nevertheless, despite these interventions, supply chain sustainability indicators such as reliability, cost efficiency, and environmental performance have not significantly improved (Okello & Wang, 2024). Persistent issues include low rail utilization, weak intermodal infrastructure, capacity limitations, and institutional inefficiencies that continue to undermine performance (Nsubuga, 2023).
This study is underpinned by the Resource Based View theory, which argues that strategic assets such as effective rail networks can strengthen competitiveness (Chen & Li, 2022), and Green Logistics Theory, which emphasizes modal shifts to environmentally friendly systems to enhance sustainability (Mwangi & Zhao, 2023). Existing studies acknowledge the potential of railway transport in enhancing sustainable supply chain outcomes, reporting improved cost efficiency, reduced emissions, and better reliability (Ssenoga, 2023; Okello & Wang, 2024). However, research gaps remain, including limited empirical evidence linking railway utilization to SSCM, particularly in the Ugandan context. To address these gaps, this study examines the relationship between railway transport utilization and sustainable supply chain management in Uganda.
Railway Transport in Uganda
The National Development Plan IV (NDP IV) emphasizes development of railway transport as an efficient and cost effective mode of transporting cargo to drive social-economic transformation in Uganda. For example, NDP IV prioritizes fast tracking railway and water transport systems investments and explicitly targets travel time on Mwanza-port bell route by 2030 (GoU, 2024). It acts as a catalyst to drive growth of other sectors such as agriculture, trade and manufacturing. This will drive the goal of building sustainable infrastructure in transport.
In Uganda, railway services are provided by Uganda Railways Corporation (URC). The Corporation was established under the Uganda Railways Corporation Act, Cap 331 to carry out railway services both in and outside Uganda for carriage of goods and passengers. URC aims at increasing access to rail services by developing the capacity of the corporation. Its vision is to be a preferred freight and passenger transporter in East Africa by 2040. Currently, URC offers passenger train services and logistics for imports and exports. Although the railways network coverage is still limited, out of the 1,270 km of meter gauge line railway network, 330 km (33%) is operational (NPA, 2020), and the passenger trains operate between Kampala and Namanve and Port Bell (URC, 2022).
The URC’s main goal is to create a positive impact by providing better services to its clients. However, reports indicate that URC clients get less than what they expect in terms of service quality. Customers have raised issues of delays as per the travel schedule delays of cargo, goods missing while in transit, and dilapidated locomotives.
The railway connects Uganda to the regional markets and eases he cost of doing business. To address the issue of congestion in Greater Kampala Metropolitan area, investment in passenger train has been made and an intermodal public transport is proposed. Railway is one of ways to achieve mass movements of passengers and goods. It will solve the problem of market fragmentation which has undermined product distribution and competitiveness within the region and traffic congestion within the Kampala Metropolitan area.
URC operates passenger trains between Kampala to Namanve and Port Bell offering seamless, affordable and reliable services. The passenger train offers four trips daily from Namanve to Kampala with stops in Nakawa, Spedag, Kireka, and Nambole during working days. URC’s Railway network operates from Mombasa to Kampala via Malaba (Northern Corridor), from Kisumu to Kampala and Jinja Pier through Lake Victoria and from Dar es Salaam to Kampala via Port Bell over Lake Victoria (See Appendix 1).
2. Problem statement
Sustainable supply chain management (SSCM) is essential for enhancing operational efficiency, reducing costs, minimizing environmental impact, and improving reliability in logistics systems (Kakuru & Wang, 2023). In Uganda, effective SSCM is critical for trade, industrial growth, and food security. However, supply chains remain heavily dependent on road transport, which is expensive, prone to delays, environmentally harmful, and contributes to congestion and road deterioration (Kato & Mwesige, 2022). Despite investments in railway transport, including the rehabilitation of the Meter Gauge Railway along the Kampala–Malaba and Kampala–Port Bell corridors and plans for the Standard Gauge Railway, SSCM challenges persist (Ssenoga, 2023). Rail utilization remains low, with less than 15% of freight moved by rail, leaving over 85% of cargo reliant on road transport. This reliance results in high logistics costs, frequent delays, cargo damage, and elevated carbon emissions. Constraints such as limited rolling stock, inadequate intermodal connections, aging infrastructure, and institutional inefficiencies further limit the impact of rail investments on SSCM (Okello & Wang, 2024).
The continued existence of these challenges hampers Uganda’s progress toward achieving both national and regional development objectives. Uganda Vision 2040 highlights the need for modernized infrastructure and enhanced industrial competitiveness, while the National Development Plan IV emphasizes the development of efficient and environmentally friendly transport systems. At the continental level, the African Union Agenda 2063 promotes integrated multimodal transport networks, including priority projects such as the African High-Speed Train Network. Globally, the Sustainable Development Goals advocate for resilient, low-emission, and sustainable supply chains.
Given these gaps, there is limited empirical evidence on the relationship between railway transport utilization and SSCM in Uganda. This study therefore seeks to examine how railway transport utilization influences sustainable supply chain management, focusing on cost efficiency, environmental sustainability, and supply chain reliability. The findings are expected to inform policy, enhance logistics efficiency, and support Uganda’s development aspirations.
3. Research Objectives
To examine the effect of railway transport utilization on sustainable supply chain management in Uganda.
Specific objectives
The specific objectives of the study will include;
- To assess the effect of railway transport utilisation on sustainable supply chain management in Uganda.
- To establish the relationship between rail freight transportation and operational performance of logistics firms in Uganda.
- To establish the challenges of using rail freight transportation in Uganda.
4. Conceptual framework
The conceptual frame work states relationship that exists between the independent variable (railway transport utilization) and the dependent variable (sustainable supply chain).
Railway Transport Utilization (IV) Sustainable Supply Chain (DV)
Mediating variables
Figure 1: Relationship between railway transport utilization and sustainable supply chain.
Source: Adopted from Literature and modified by the researcher
5. Theoretical framework
This study is anchored on two main theories: The Resource-Based View (RBV) and Green Logistics Theory (GLT), which provide a conceptual basis for understanding how railway transport utilization can influence sustainable supply chain management in Uganda.
The RBV was developed by Barney (1991) and emphasizes that firms achieve sustainable competitive advantage by leveraging unique, valuable, rare, and inimitable resources. In the context of this study, railway infrastructure represents a strategic resource that can enhance supply chain efficiency and resilience (Chen & Li, 2022). The theory suggests that organizations and nations can gain competitive benefits by optimally utilizing such assets. Applied to Uganda, RBV explains that the underutilization of railway networks limits the country’s ability to optimize cost efficiency, improve reliability, and strengthen sustainable supply chains. Assumptions include that resources like rail infrastructure are heterogeneously distributed and immobile, and that firms or economies can strategically exploit these resources for advantage. Limitations include that RBV does not fully account for external environmental factors such as policy, market dynamics, or infrastructure constraints, which can affect resource utilization.
Green Logistics Theory was proposed by Srivastava (2022) and focuses on environmentally responsible logistics practices aimed at reducing emissions, energy consumption, and waste while maintaining efficiency. It emphasizes the use of cleaner transport modes and operational strategies that enhance sustainability outcomes. In this study, GLT explains how shifting freight from road to railway, an energy-efficient and lower-emission mode, can contribute to sustainable supply chains in Uganda. Assumptions include that logistics actors are motivated to adopt environmentally sustainable practices and that cleaner transport alternatives are feasible and accessible. Limitations include that GLT may not consider economic, social, or infrastructural barriers that limit the adoption of green logistics, such as high initial costs or insufficient railway capacity.
Together, RBV and GLT provide a comprehensive lens for analyzing how railway transport utilization can enhance SSCM in Uganda, linking strategic resource deployment with environmental sustainability.
6. Methodology
Research design
The study will use a cross-sectional research design that will involve both qualitative and quantitative approaches. In this study, a cross-sectional research design entails observation of a study phenomenon at a one point in time (Creswell, 2014). For purposes of quantifying research findings, the study will apply the quantitative approach while for the case of gathering descriptive and narrative data, a qualitative approach will be applied to make a detailed examination of the effect of railway utilisation on sustainable supply chain management in Uganda.
Study population, sample size and sampling
The study population will comprise selected logistics firms operating in Uganda, freight operators, and relevant government agencies particularly Uganda Railways Corporation and Ministry of Works and Transport. A list of logistics firms that use the railway system will be obtained from Uganda Railways Corporation. With an estimated population of about 4,000 firms, the sample size for the study will be 380 determined using statistical tables by Krejcie and Morgan (1970) (Krejcie & Morgan, 1970). The researcher will use both probability and non-probability sampling techniques. Stratified sampling technique will be used to ensure each of the group in the population is included in the sample. The researcher will adopt simple random sampling technique for logistics firms to avoid bias while purposive sampling will be adopted to select the key informants.
Data Sources and data Collection Methods
The study will use both primary and secondary data collection approaches. Document review will be used to collect secondary data on the challenges and existing literature on railway utilisation and effect of railway utilisation and sustainable supply chain management. Secondary data is readily available can be easily accessed tapping into evidence-based information.
For primary data, a survey will be conducted using a questionnaire. The questionnaire will entail closed ended questions measured on a 1-5-point Likert scale. The questionnaires will be issued to selected logistics firms and officials from the Uganda Freight Forwarders Association (UFFA) secretariat. In addition, the interview method will be used to collect narratives and opinions of key informants such as top managers at URC, selected officials from Ministry of Works and Transport, supply chain experts (consultants) and policy makers particularly Members of the Parliament on the Committee of Infrastructure using an interview guide. The interview method will enable the researcher to collect detailed data in a more flexible manner given that it allows for probing to obtain more detailed data (Kothari, 2008; Creswell, 2014). It will also enable the researcher to explain in-depth and better understand the issues being discussed. with policymakers, transport managers, and supply chain experts to explore perceptions, challenges, and contextual factors affecting railway utilization and its effect on sustainable supply chain management.
The instruments will be tests for validity using a content validity index to determining whether research concepts being measured in the research instrument are actually relevant and reliability using The pilot study and compute a coefficient alpha to determine the reliability score of the tool (Kothari, 2008).
Data Analysis and Data Processing
After data collection, the researcher will organise the data and enter it into Excel. Data analysis will be done using SPSS and qualitative data will be presented in tables displaying frequencies, percentages, mean and standard deviation. Descriptive statistics will be applied to explore the distribution of scores and correlation analysis to determine the direction of the relationship between railway utilisation and sustainable supply chain management and regression analysis to determine the magnitude of effect.
For qualitative data, the researcher will edit, condense and clean all the field notes recorded during the interviews from which themes and patterns was generated. Content and thematic analyses will be used where responses will be assigned codes, identify emerging themes and sub-themes from the data. Some of the narrations by key informants will be quoted verbatim to strengthen the analytical perspectives.
7. References
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GoU. (2024). Fourth National Development Plan (NDPIV) 2025/26-2029/30. Kampala: National Planning Authority.
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Krejcie, R., & Morgan, D. (1970). Determining sample size for research activities. Educational and Psychological Measurement, 30(3), 607-610.
MoWT. (2023). The 3rd Annual Programme Performance Report for FY 2022/23. Kampala: Ministry of Works and Transport.
World Bank. (2025). Logistics Performace Index. Retrieved from https://lpi.worldbank.org/international/scorecard/radar/C/UGA/2018/R+SSF+2018
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Mwangi, J., & Zhao, L. (2023). Green logistics practices and sustainable supply chain performance in Africa. Sustainability, 15(3), 2104.
Nabimanya, D. (2024). Improving efficiency and sustainability in Uganda’s supply chains. Journal of African Supply Chain Management, 5(1), 12–28.
Nsubuga, R. (2023). Railway transport and supply chain performance in Uganda: Challenges and prospects. Uganda Journal of Transport Studies, 10(2), 55–70.
Okello, E., & Wang, S. (2024). Enhancing multimodal transport for sustainable supply chains in East Africa. International Journal of Transportation Economics, 51(2), 112–130.
Ssenoga, H. (2023). Rail freight development and sustainable logistics in Uganda. African Transport Review, 15(1), 1–19.
Srivastava, S. K. (2022). Green logistics: Concept, practices, and performance outcomes. Journal of Cleaner Production, 354, 131-145.
Appendix 1: Uganda’s Railway Transport Network
