KAMPALA, Uganda (XOL Africa) — Uganda’s electric motorcycle market is expanding rapidly, with battery-swapping stations more than doubling in number in about 18 months as the country prepares for a broader shift toward electric mobility.
The number of battery-swapping stations increased from about 150 in mid-2024 to more than 350 nationwide by late 2025, according to a World Bank study prepared at the request of Uganda’s Ministry of Energy and Mineral Development.
The expansion is being driven largely by electric boda-bodas, which allow riders to replace depleted batteries with fully charged ones within minutes rather than waiting for a battery to recharge.
Motorcycles account for more than 60% of Uganda’s registered vehicle fleet, with more than 400,000 operating in Greater Kampala alone, according to the study. The motorcycles are a major part of the country’s informal transport system and provide income for large numbers of riders.
Private companies including Zembo, Gogo and Spiro have established battery-swapping networks to support electric motorcycle users.
The World Bank estimates that an electric boda-boda rider could save about 1 million Ugandan shillings, or approximately $255, a year compared with operating a petrol motorcycle.
Despite the lower operating costs, high upfront vehicle prices and limited access to affordable financing remain barriers to wider adoption.
The study projects that Uganda could have between 800,000 and 4 million electric vehicles by 2040 under three different growth scenarios, with two-wheelers expected to remain the dominant segment.
Grid demand
The rapid growth of electric motorcycles is also creating new demands on Uganda’s electricity network.
The study estimates that electric vehicles in Greater Kampala could consume between about 290 and 1,100 gigawatt-hours of electricity annually by 2030.
The World Bank said the overall electricity demand is manageable, but the timing and location of charging could create pressure on parts of the distribution network.
Under a moderate-growth scenario, electric vehicles could add about 99 megawatts to peak electricity demand if charging is not coordinated, compared with about 60 megawatts with wider use of smart charging.
Under an accelerated-growth scenario, the difference could be about 196 megawatts compared with 93 megawatts.
Smart charging allows charging times and charging rates to be adjusted according to electricity demand and grid conditions.
The study said battery-swapping stations provide a practical starting point for smart-charging systems because demand is concentrated at commercially operated facilities rather than dispersed among thousands of individual vehicle owners.
The World Bank said smart charging could reduce the modeled annual cost of additional electricity losses in Greater Kampala from about $21 million to $10 million while also reducing the need for some network reinforcement.
However, additional investment in lines, transformers and substations will still be necessary in areas where the electricity network is constrained.
The study recommends incorporating electric vehicle demand into a national Distribution Master Plan to help determine where investment is needed.
Regulation and finance
The study also identifies regulation and access to finance as important factors in the development of Uganda’s electric mobility industry.
Uganda has adopted a National E-Mobility Strategy and introduced fiscal incentives, but companies consulted for the study reported uncertainty over eligibility requirements, accreditation, customs treatment and the duration of incentives.
The World Bank said clearer rules could make it easier for businesses to plan investments, lenders to assess risk and utilities to prepare for new electricity connections.
The study proposes 18 actions covering governance, implementation of the national strategy and power-system readiness.
Among its priorities are clearer regulations, affordable financing, technical standards, smart-charging pilots and the integration of electric vehicle demand into electricity distribution planning.
The roadmap also calls for training and certification for electric motorcycle riders and technicians, with attention to women’s participation, as well as clearer systems for battery safety, reuse, recycling and disposal.
Urban planning
The World Bank said electric mobility will also require coordination between energy, transportation and urban-planning authorities.
It recommends locating battery-swapping and charging facilities where riders and fleets already operate, including motorcycle stages, markets, taxi parks and health facilities.
Building regulations could also require new developments to provide sufficient electrical capacity and conduits for future charging infrastructure.
The study said planning for electric buses can begin even before large-scale procurement, while electrification of minibuses presents additional challenges because of the structure of routes, ownership and informal public transport operations.
The World Bank’s study was supported by the Energy Sector Management Assistance Program (ESMAP) and the Quality Infrastructure Investment Partnership.
It concludes that Uganda’s electric mobility market has already moved beyond the pilot stage, with commercial operators expanding networks and electric motorcycles increasingly appearing on the country’s roads.
The report said decisions on financing, regulation, urban planning and electricity infrastructure will determine how effectively Uganda accommodates further growth in electric mobility.
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