Uganda’s next generation of innovators is entering the decisive phase of the Stanbic National Schools Championship, with judges beginning nationwide appraisal visits to assess whether student-led innovations can move beyond classroom concepts into commercially viable solutions.

The assessments, which began this week, will evaluate projects developed by 12 regional finalist schools and six student-led enterprises ahead of the Championship’s grand finale scheduled for August.

Unlike traditional academic competitions, the Stanbic National Schools Championship measures how effectively students identify real-world challenges and develop practical, market-oriented solutions, reflecting Uganda’s growing emphasis on innovation-led entrepreneurship under the competence-based curriculum.

This year’s appraisal process follows an intensive entrepreneurship bootcamp hosted at Gayaza High School in May, where hundreds of student innovators refined their business ideas before the field evaluation phase.

According to Stanbic Bank, the judges are now assessing not only the technical quality of each innovation but also its potential social and commercial impact.

“We see this programme as our contribution to building Uganda’s next entrepreneurs, employees and leaders,” said Diana Ondoga, Manager Corporate Social Investment at Stanbic Bank.

She said the appraisal visits are designed to determine whether students are applying creativity, critical thinking and technology to solve genuine community problems rather than merely producing exhibition projects.

One of the first innovations to be evaluated came from Kyebambe Girls’ Secondary School in western Uganda, where students developed an automated smart irrigation system capable of monitoring irrigation needs and sending alerts to farmers. The project demonstrates how emerging technologies, including artificial intelligence, are increasingly finding their way into student-led agricultural solutions.

“This is exactly the kind of innovation we want to see. Young people are developing practical solutions using technology to address challenges within their communities,” Ondoga said.

The Championship has evolved significantly since its launch in 2016.

In a major shift this year, Stanbic Bank replaced its previous teacher-training model with a nationwide innovation challenge that engaged 913 schools directly. Schools were required to work with learners to develop solutions to practical community problems before the selection process for the bootcamp.

The new approach dramatically expanded the programme’s reach, with Stanbic estimating that up to 95 percent of participating schools benefited from entrepreneurship and innovation learning, regardless of whether they progressed to the regional finals.

Education stakeholders increasingly view such competitions as complementing Uganda’s competence-based curriculum, which prioritises Science, Technology, Engineering and Mathematics (STEM), innovation, collaboration and problem-solving over rote learning.

Kyebambe Girls’ Secondary School Headteacher Ruth Kwesiga said participation in the Championship has transformed the way students approach learning and innovation.

She noted that the school’s automated irrigation system had demonstrated sufficient practical value that she hopes to adopt it for her own farming activities.

The finalists reflect a broad cross-section of innovations targeting some of Uganda’s most pressing development challenges.

Projects under consideration include converting plastic waste into construction materials, AI-powered livestock disease detection, affordable poultry feed production, smart recycling technologies, post-harvest storage systems, conservation technologies, wearable healthcare devices for women and low-cost agricultural equipment designed for smallholder farmers.

The diversity of the innovations illustrates a growing shift in secondary education from theoretical science projects towards solutions with commercial potential and measurable social impact.

As appraisal teams continue visiting schools across the country, the competition is increasingly serving as a platform for identifying innovations that could eventually progress beyond the classroom and contribute to Uganda’s broader industrialisation and entrepreneurship agenda.

The winning projects will be unveiled during the Stanbic National Schools Championship grand finale in August.

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European aerospace giant Airbus, has secured a contract from the European Space Agency (ESA) to design and build Aeolus-2, a next-generation Earth observation satellite that promises to deliver faster and more detailed global wind measurements, strengthening weather prediction, climate research and disaster preparedness.

Rather than simply replacing its predecessor, Aeolus-2 represents the evolution of weather forecasting into a data-intensive digital service. Modern forecasting models increasingly rely on artificial intelligence and high-performance computing, both of which depend on vast streams of accurate atmospheric data. By supplying high-resolution wind information from every region of the globe, the satellite is expected to become an essential data source for these systems.

The original Aeolus mission, launched in 2018, was the world’s first satellite capable of directly measuring global wind profiles from space. According to ESA, the mission improved numerical weather forecasting by about four percent, a significant gain in an industry where even marginal improvements can translate into better storm warnings, aviation safety and agricultural planning.

“Aeolus exceeded expectations and demonstrated the transformative impact that space-based wind observations can have on weather forecasting. Aeolus-2 represents the natural evolution of that achievement – from pioneering research to an operational service that will benefit citizens and businesses worldwide. We are happy to provide the authorisation to proceed, which marks an important milestone in ensuring Europe remains at the forefront of atmospheric observation and meteorological innovation,” said Simonetta Cheli, ESA’s Director of Earth Observation Programmes.

Aeolus-2 aims to build on that success with more sophisticated technology. At the heart of the satellite is an advanced Doppler wind lidar instrument that fires ultraviolet laser pulses through the atmosphere. By analysing the tiny changes in the reflected light, the system can determine both wind speed and direction from ground level to approximately 30 kilometres in altitude. The instrument performs measurements every one-hundredth of a second while scanning the planet, allowing the satellite to build a continuously updated picture of global atmospheric circulation.

Unlike the first mission, Aeolus-2 will also carry an additional detector capable of measuring atmospheric aerosols, including dust, smoke and volcanic ash. These observations will improve climate research while also supporting aviation by providing better information on airborne hazards.

The satellite is designed to orbit Earth about 15 times each day at an altitude of roughly 450 kilometres. Weather centres are expected to receive data within two hours of collection, enabling faster assimilation into forecasting systems and allowing models to update more rapidly as weather conditions evolve.

That capability reflects a broader shift in Earth observation, where satellites are increasingly viewed not simply as scientific instruments but as providers of operational digital services. Continuous, near real-time environmental data has become essential infrastructure for governments, airlines, shipping companies, emergency responders and energy providers that depend on accurate forecasts to make operational decisions.

The programme is being developed by ESA in partnership with the European Organisation for the Exploitation of Meteorological Satellites (EUMETSAT), with users expected to include major forecasting institutions such as the UK’s Met Office and the European Centre for Medium-Range Weather Forecasts.

“Aeolus-2 is more than a scientific mission; it is a major investment in British talent,” said Kata Escott, Managing Director of Airbus Defence and Space in the UK. “This project allows our highly skilled UK teams to apply their unique expertise to enhance weather monitoring and lead the way globally in Earth observation and science.”

The contract reinforces Airbus’ position in Europe’s growing space technology ecosystem while demonstrating how satellite innovation is increasingly converging with artificial intelligence, cloud computing and advanced analytics.

As climate variability increases and demand for more precise forecasts continues to grow, satellites like Aeolus-2 are becoming as important to the digital economy as communication and navigation systems—turning space into one of the world’s most valuable sources of environmental intelligence.

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As African countries accelerate investments in aviation infrastructure and digital economies, attention is increasingly shifting from aircraft and airports to the workforce needed to sustain them.

That transition is driving greater investment in science, technology, engineering and mathematics (STEM) education, with global aerospace companies partnering with education organisations to build the continent’s future aviation talent pipeline.

The latest initiative comes in Senegal, where ThinkYoung, in partnership with Boeing, has launched its ThinkYoung STEM School, introducing young learners to digital technologies and careers in aviation, engineering and emerging technologies.

The three-day programme, held in Dakar from June 23–25, brought together 49 students aged between 12 and 18 years, including 30 girls, in what organisers describe as an effort to prepare young Africans for careers in rapidly evolving technology-driven industries.

Delivered alongside Steamtastic, the Senegal Drone Academy and D-Hub, the curriculum combines practical learning in coding, aviation, drone technology, artificial intelligence, robotics and the metaverse, while also developing problem-solving, teamwork and critical thinking skills.

The expansion comes at a time when many African economies are confronting a growing mismatch between rising demand for technical skills and the supply of qualified professionals capable of supporting industrialisation, digital transformation and aviation growth.

For the aviation industry in particular, the challenge extends beyond pilots and engineers to software developers, drone specialists, maintenance technicians and data professionals needed to support increasingly digital aircraft and airport operations.

According to Henok Teferra Shawl, Boeing Africa Managing Director, Senegal’s aviation ambitions make investment in future talent as important as investment in physical infrastructure.

“With the development of Blaise Diagne International Airport and Air Sénégal’s commitment to renew its fleet with nine Boeing 737 MAX aircraft, Senegal has an opportunity to become one of West Africa’s major gateways to global markets,” he said.

“That growth will create high-value jobs across aviation, logistics and related industries. The ThinkYoung STEM School helps raise awareness of these career opportunities while equipping young people with future-ready skills.”

The programme aligns with Senegal’s broader national strategy to strengthen STEM education through specialised science and technology streams in secondary schools, expanded digital skills training and practical extracurricular learning.

For Boeing, the initiative also reflects a long-term industry strategy increasingly focused on workforce development alongside aircraft sales.

Aircraft deliveries alone cannot sustain aviation growth if countries lack engineers, technicians, software specialists and maintenance professionals to operate increasingly sophisticated fleets.

ThinkYoung founder Andrea Gerosa said the programme has now trained nearly 2,000 young people across Africa, West Asia and Europe, helping expose students to careers that may otherwise appear inaccessible.

“As technology and innovation reshape economies, it is essential to equip young people with the skills to think critically, solve complex problems and adapt to change,” Gerosa said.

“By investing in STEM education today, we are helping build stronger futures for young people and the industries that will depend on them tomorrow.”

Over the past decade, the Boeing-ThinkYoung partnership has reached more than 950 young people in Africa, with approximately 60 percent of participants being girls and young women, reflecting a deliberate effort to improve gender representation in STEM and aviation careers.

The programme also signals a wider shift taking place across the continent, where governments, educational institutions and private industry are increasingly recognising that Africa’s competitiveness will depend not only on infrastructure investment but also on developing the skilled workforce capable of powering innovation-led economic growth.

For African economies pursuing industrialisation, digital transformation and expanded air connectivity, the race to build airports is increasingly becoming a race to build talent.

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The global airline industry’s plan to eliminate net carbon emissions by 2050 is facing a growing reality check as production of Sustainable Aviation Fuel (SAF) remains far below what is needed to decarbonize air transport.

New estimates released by the International Air Transport Association (IATA) during its Annual General Meeting in Rio de Janeiro show that global SAF production will reach just 2.4 million tonnes in 2026, accounting for only 0.8 percent of total aviation fuel consumption.

While production volumes continue to rise from a low base, industry leaders say progress is far too slow for aviation to remain on track toward its net-zero target.

The figures underscore one of the biggest contradictions confronting the aviation sector today. Airlines remain committed to reducing emissions, passengers increasingly support greener travel, and governments continue to strengthen climate commitments. Yet the supply of the industry’s most important decarbonization tool remains severely constrained.

“It looks to be another disappointing year for SAF production,” said Willie Walsh, IATA’s Director General.

“Five years after committing to achieve net zero by 2050, SAF production will only account for 0.8 percent of airline fuel use this year. The path to meeting 65 percent of our needs in 2050 is growing more difficult with each year of ineffectively sequenced government policies and oil companies’ manifest lack of interest.”

SAF, which can be produced from waste oils, agricultural residues, biomass and other renewable feedstocks, is widely viewed as the most practical pathway for reducing emissions from long-haul aviation where alternatives such as electric aircraft remain commercially unviable.

Industry projections suggest SAF will need to contribute roughly 65 percent of aviation’s total carbon reduction effort if airlines are to meet their 2050 climate commitments. Yet current production levels remain a fraction of what is required.

The challenge is becoming even more acute as airlines simultaneously grapple with a global fuel price shock triggered by geopolitical tensions and supply disruptions.

Ironically, the same energy crisis that has exposed the risks of dependence on conventional fossil fuels has not yet generated the investment momentum needed to accelerate SAF production.

“The current energy shock should add even more urgency to the development of renewables, including SAF,” Walsh said. “But we have yet to see either the energy shock, the need to develop energy independence and jobs, or the urgency to mitigate climate change materialize in the incentives needed to create a viable SAF market.”

For Africa, the slow pace of SAF development presents both a challenge and a potential opportunity.

The continent possesses significant renewable energy resources, agricultural feedstocks and land suitable for producing sustainable fuel inputs. As global demand for SAF rises, African countries could potentially position themselves as future producers within emerging green aviation supply chains.

However, investment remains limited, production infrastructure is largely absent, and regulatory frameworks are still evolving across much of the continent.

IATA argues that governments need to focus less on mandates and more on creating the conditions necessary for production to scale.

The association is calling for expanded renewable energy generation, open access to fuel infrastructure, stronger production incentives and the creation of a global SAF marketplace capable of connecting producers and airlines regardless of geography.

A particularly contentious issue is the push toward electro-SAF, or e-SAF, which is produced using renewable electricity, green hydrogen and captured carbon dioxide.

The European Union and United Kingdom have mandated production of around 600,000 tonnes of e-SAF by 2030. Yet global production capacity currently operating or under construction stands at just 20,000 tonnes, with only one commercial production facility currently in operation worldwide.

According to IATA, achieving the mandated targets would require roughly 20 additional commercial-scale refineries to be built within the next few years.

“The 2030 e-SAF targets by the UK and the EU are beyond unrealistic — they are utterly detached from reality,” said Marie Owens Thomsen, IATA’s Senior Vice President Sustainability and Chief Economist.

She warned that imposing mandates before sufficient production capacity exists risks driving prices higher while delivering limited emissions reductions.

Despite the supply challenges, public support for aviation decarbonization appears stronger than ever.

An IATA passenger survey conducted in April found that 89 percent of travellers believe the aviation industry should continue reducing emissions even if governments scale back climate efforts.

Two-thirds of respondents said they would be willing to pay more to offset emissions, while nearly nine in ten expect airfares to rise as airlines invest in sustainability.

Perhaps most significantly, passengers increasingly favour direct emissions reduction measures over taxes. The survey found that SAF development and emissions-reduction technologies ranked far ahead of taxation as preferred tools for making aviation more sustainable.

For airlines, the message is encouraging but also demanding. Passengers are prepared to support the transition to cleaner aviation. The question now is whether fuel producers, investors and policymakers can move quickly enough to supply the sustainable fuels needed to make that transition possible.

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As African economies navigate rapid technological change, a growing consensus is emerging among policymakers and business leaders that the continent’s future competitiveness will depend as much on digital skills and human capital as on roads, railways and energy infrastructure.

That reality is expected to dominate discussions at eLearning Africa 2026, the continent’s leading conference and exhibition on digital education, training and skills development, which opens in Accra, Ghana, this week.

The event, that will officially be opened by Vice-Presidentr Naana Jane Opoku-Agyemang, will bring together more than 1,000 participants from over 80 countries, including ministers, senior government officials, education leaders, business executives, technology innovators, investors and development partners.

While education remains at the heart of the conference, the broader conversation will be economic. Across Africa, governments are grappling with how to prepare young populations for labour markets being reshaped by artificial intelligence, automation, digital platforms and changing workplace demands.

For countries such as Uganda, where youth unemployment and skills mismatches remain persistent challenges, the debate extends beyond classrooms and universities. It is increasingly about ensuring that workers, entrepreneurs and businesses can compete in a digital economy.

Held under the theme “Africa’s Time, Africa’s Terms: Learning for Sovereignty, Strength and Solidarity,” the conference will explore how African nations can build and govern digital learning systems that reflect local realities while supporting long-term economic growth.

A major highlight will be the Ministerial Round Table, bringing together ministers and senior government representatives from across the continent to discuss policy approaches to digital learning, workforce development and educational transformation.

The programme will feature more than 80 sessions, over 250 speakers, practical workshops, masterclasses and exhibitions showcasing emerging education technologies from Africa and beyond.

The emphasis on digital learning comes at a time when employers across multiple sectors are increasingly prioritising digital literacy, data skills, problem-solving capabilities and adaptability. As businesses adopt new technologies, the demand for workers equipped with future-ready skills is expected to accelerate.

Experts argue that Africa’s demographic advantage—its young and rapidly growing population—can only translate into economic gains if education and training systems evolve to meet changing market needs.

Professor Opoku-Agyemang’s participation carries particular significance given her longstanding involvement in educational leadership. Before becoming Vice President, she served as Ghana’s Minister for Education and was the first woman to lead the University of Cape Coast as Vice Chancellor. She has also played prominent roles in advancing women’s education and leadership across the continent.

Her presence reflects the increasing attention governments are paying to education as a strategic economic priority rather than solely a social sector concern.

The choice of Accra as host city is equally symbolic. Long recognised as a centre of Pan-African thought and collaboration, the city provides an apt setting for discussions about Africa’s ability to shape its own digital future.

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Uganda’s drive to build a homegrown automotive industry has reached a significant milestone after the Kiira Vehicle Plant secured Integrated Management System (IMS) certification, a development being hailed as a breakthrough for African manufacturing and electric mobility.

The certification, attained on April 29, 2026, confirms that the Jinja-based facility complies with three internationally recognised operational standards covering quality management, environmental sustainability and occupational safety.

The certification was granted by LMS Assessments Limited and covers ISO 9001:2015 for quality management systems, ISO 14001:2015 for environmental management systems, and ISO 45001:2018 for occupational health and safety management systems.

For Uganda’s emerging automotive sector, the achievement represents more than a technical compliance exercise with analysts saying, it strengthens Kiira Motors Corporation’s credibility as a fully-fledged vehicle manufacturer rather than a simple vehicle assembler.

The certification scope authorises the corporation to “develop, make and sell sustainable mobility solutions, including vehicles, charging infrastructure and mobility services,” effectively recognising the company as an Original Equipment Manufacturer (OEM) with the capacity to engineer, manufacture and commercialise mobility technologies.

“Achieving IMS Certification marks Kiira Motors Corporation’s readiness for world class production and industrialisation,” said Kiira Motors Corporation Founding CEO, Paul Isaac Musasizi. “It affirms our commitment to value addition, technological sovereignty, and sustainable African green mobility, reflecting our resolve to build Africa’s future through collaboration, collective growth, and shared innovation powered by vision and partnership,”

The development comes as African governments increasingly seek to reduce dependence on imported second-hand internal combustion engine vehicles while accelerating the transition toward electric mobility and industrial value addition.

Located in the Jinja Industrial and Business Park, the Kiira Vehicle Plant occupies approximately 100 acres and has been positioned as Africa’s largest specialised bus manufacturing facility.

The plant currently operates more than 139 production stations covering body fabrication and assembly, paint systems, chassis integration, trim installation, quality inspection and vehicle testing.

Its initial installed production capacity stands at 2,500 vehicles annually, although Kiira Motors says the facility can scale to 10,000 units a year without major structural expansion. Long-term plans target production of as many as 150,000 vehicles annually to meet regional demand.

The company’s production strategy has focused heavily on commercial mass transit vehicles, particularly the Kayoola EVS electric city bus and the Kayoola Coach platform for long-distance transport.

Under ISO 9001:2015 certification, the company is required to maintain tightly documented quality control procedures across procurement, production, logistics and vehicle integration processes.

Industry observers say this certification is especially important within the framework of the African Continental Free Trade Area (AfCFTA), where compliance with internationally recognised manufacturing standards could determine export competitiveness.

The certification is expected to help reassure institutional buyers, municipalities and transport fleet operators across Africa that vehicles manufactured in Uganda meet internationally accepted production and safety benchmarks.

The environmental management certification under ISO 14001:2015 also places emphasis on reducing the ecological footprint of vehicle manufacturing, an increasingly sensitive issue globally as electric vehicle production expands.

Kiira Motors says the Jinja facility integrates sustainability measures directly into its infrastructure, including a 1.5-megawatt rooftop solar installation that supplies part of the plant’s operational electricity demand.

According to company data, the solar system accounted for about seven percent of the plant’s energy consumption during the second half of 2025 and helped avoid nearly 13 tonnes of carbon dioxide equivalent emissions.

The plant also operates a wastewater treatment facility capable of processing one million litres per day, aimed at ensuring compliance with environmental regulations and protecting ecosystems around Jinja and the River Nile basin.

The ISO 45001:2018 certification addresses workplace safety in an industry characterised by heavy machinery, automated systems and high-voltage battery technologies.

Kiira Motors says the certification strengthens safeguards for its workforce of more than 400 employees, many of them young Ugandan engineers and technicians.

The certification arrives at a time when Uganda is attempting to deepen domestic industrial capacity by linking automotive production with broader supply chain localisation.

Kiira Motors has previously stated ambitions to source as much as 65 percent of vehicle components locally by 2030, a strategy expected to stimulate demand in Uganda’s steel, fabrication, battery and engineering industries.

President Yoweri Museveni has repeatedly linked the country’s automotive ambitions to Uganda’s mineral and metallurgical resources, particularly iron ore deposits in western Uganda that could support domestic steel production.

The company’s broader electric mobility ambitions have also gained momentum through the rollout of E-Bus Xpress, an electric mass transit service launched in Kampala in May 2026 after earlier pilot operations in Jinja, eastern Uganda.

The service currently operates using Kayoola EVS buses on the Ntinda–City Square route and features cashless fare payments integrated through mobile platforms.

Kiira Motors says the buses are designed for African urban conditions, with passenger capacity of up to 90 people and a driving range of approximately 300 kilometres on a single charge.

The company is simultaneously expanding electric vehicle charging infrastructure, including deployment of fast-charging stations and collaboration with government plans to establish a nationwide e-mobility ecosystem.

Uganda aims to deploy approximately 1,500 electric buses across 14 urban centres by 2030, supported by hundreds of charging stations.

Kiira Motors’ growing visibility was further amplified by the “Pearl to Cape Electric Expedition 2025,” during which a Kayoola E-Coach completed a 13,784-kilometre transcontinental journey across six African countries.

The expedition was intended to demonstrate the endurance and viability of African-engineered electric mobility systems under varied climatic and infrastructural conditions.

The bus completed the route while avoiding more than six tonnes of carbon emissions compared to a conventional diesel-powered coach.

Another major institutional breakthrough came in 2023 when Uganda received the World Manufacturers’ Identifier code “BU” from the Society of Automotive Engineers International.

The designation allows Uganda-issued Vehicle Identification Numbers (VINs) to be globally recognised, an important requirement for participation in international automotive trade and regulatory systems.

For Kiira Motors, the latest certification now provides an internationally audited operational framework as it prepares to ramp-up production and position Uganda as a regional electric mobility hub.

The milestone also signals a broader shift in Africa’s perennial narrative of industrial dependence on imported automotive technology toward locally engineered manufacturing ecosystems anchored in sustainability, quality assurance and technological sovereignty.

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Uganda’s electric mobility sector attracted an additional USD 15.6 million in investment in 2025, pushing cumulative investment in the industry to more than USD 175 million since 2018, according to the newly released E-Mobility Outlook Report 2025 prepared by the Mobility Bureau under the Science, Technology and Innovation Secretariat in the Office of the President.

The report paints a picture of a sector transitioning from experimentation to industrial scale, driven by heavy public investment, expanding local manufacturing and a rapidly growing battery-swapping network.

Government investment accounted for 68.6 percent of cumulative capital injected into the sector between 2018 and 2025, underlining the state’s central role in building foundational infrastructure and de-risking the industry for private investors.

The report noted that public funding has been critical in establishing industrial capacity, supporting innovation and creating conditions for commercial participation in Uganda’s emerging electric mobility ecosystem.

One of the sector’s biggest milestones in 2025 was the commissioning of the Kiira Vehicle Plant, which significantly boosted Uganda’s electric vehicle manufacturing capability.

According to the report, Uganda’s combined EV production capacity has now risen to approximately 79,000 units annually, marking a major leap in the country’s industrial ambitions.

More than 20,000 electric vehicles were produced locally during 2025, representing roughly 25 percent utilisation of installed manufacturing capacity.

Analysts say the figures indicate substantial room for growth as demand for electric mobility solutions expands across Uganda and the wider East African region.

The report also highlighted major progress in charging and battery-swapping infrastructure, particularly for electric motorcycles, which are increasingly becoming central to Uganda’s urban transport transition.

Uganda quadrupled its battery-swapping network during the year to more than 540 stations nationwide, achieving approximately 80 percent district coverage by the end of 2025.

The rapid rollout is expected to ease range anxiety, reduce charging downtime and accelerate adoption of electric boda bodas and commercial fleets.

The report further positioned Uganda as an emerging regional exporter of electric mobility technology following the successful completion of the “Made in Uganda Trans-Africa Electric Expedition.”

The expedition tested Ugandan-built electric vehicles across multiple African countries and validated the technology for continental deployment.

According to the report, the expedition directly contributed to securing a commercial order for 450 electric buses, strengthening Uganda’s positioning as a regional supplier of e-mobility solutions.

Employment within the sector also expanded sharply during the year.

Direct jobs in Uganda’s e-mobility industry surpassed 2,100 by the end of 2025, while indirect employment linked to manufacturing, logistics, charging infrastructure and maintenance exceeded 20,000 jobs.

The report said the sector’s growth is increasingly contributing to industrial skills development, technology transfer and youth employment.

Financial performance among leading players in the ecosystem also strengthened significantly.

Combined revenues generated by key e-mobility companies increased nearly six-fold from USD 5 million in 2024 to USD 29.7 million in 2025.

Tax remittances by major industry players more than doubled over the same period, rising from UGX 11.7 billion to UGX 24.2 billion.

Officials say the figures demonstrate the growing commercial viability of Uganda’s electric mobility ecosystem and its potential contribution to domestic revenue mobilisation.

The report comes as governments across Africa intensify efforts to reduce fuel import dependence, cut urban pollution and transition toward cleaner transport systems.

Uganda has increasingly positioned electric mobility as part of a broader industrialisation and energy transition strategy anchored around local manufacturing, renewable energy and technology innovation.

Industry observers say the next phase of growth will likely depend on scaling private investment, expanding consumer financing options and strengthening regional export markets for locally manufactured electric vehicles and components.

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Ugandan businesses are coming under growing pressure to strengthen cyber security and fraud prevention systems as artificial intelligence-driven scams and deepfake-enabled identity fraud become more sophisticated across Africa’s digital economy.

New findings by Sumsub show that Uganda is among the African markets experiencing rising levels of digital identity fraud, underscoring the growing risks facing the country’s expanding fintech, mobile money and online business ecosystem.

According to Sumsub’s Identity Fraud Report 2025–2026, Uganda recorded a fraud rate of 4.7 percent in 2025, placing it among the continent’s most exposed markets to digital fraud.

Tanzania recorded the highest fraud rate in Africa at 5.0 percent, while Côte d’Ivoire saw fraud rise 51 percent year-on-year to 4.5 percent.

In Kenya, despite an overall decline in fraud levels, deepfakes already account for nearly 10 percent of fraud attempts, highlighting the rapid emergence of AI-enabled scams even in markets where traditional fraud is being reduced.

A similar shift is unfolding in South Africa, where overall fraud declined by 31 percent year-on-year to 1.4 percent in 2025, but deepfake-related incidents surged more than 269 percent over the same period.

Analysts say the data reflects a broader evolution in cybercrime tactics, with fraudsters increasingly deploying artificial intelligence tools capable of generating convincing fake videos, voices and digital identities that can evade conventional verification systems.

The findings come at a time when Uganda’s digital economy is expanding rapidly through mobile banking, fintech innovation, e-commerce and digital lending platforms, creating new opportunities but also widening exposure to sophisticated cyber threats.

Industry experts warn that many traditional fraud detection systems are struggling to keep pace because they rely on periodic software updates that can leave institutions exposed for weeks or even months before new threats are identified.

In response to the changing threat landscape, Sumsub has launched an Adaptive Deepfake Detector, a machine learning-driven fraud prevention system designed to identify emerging scam patterns in real time through continuous self-learning updates.

The technology analyses multiple layers of user activity simultaneously, including device intelligence, geolocation, IP addresses, biometric verification data and document authenticity checks, to detect suspicious behaviour beyond visual inspection alone.

According to the company, modern deepfakes have become so advanced that human review is no longer sufficient as a standalone defence mechanism.

“In 2026, the threat landscape has evolved, demanding risk management teams to respond with next-generation fraud prevention models,” said Nikita Marshalkin, Head of Machine Learning at Sumsub.

“Modern deepfakes can no longer be detected by the human eye, and decision-making should be based on multiple signal analysis in real time,” he added.

Marshalkin said the upgraded system combines advanced document verification, device intelligence and fraudulent network analysis to strengthen detection capabilities against increasingly sophisticated AI-driven attacks.

“That’s why we launched our upgraded Deepfake Detector, offering clients not just a tool, but rather an online learning system that combines advanced document checks, device intelligence, and fraudulent networks analysis to complement deepfake detection capabilities,” he said.

“When the price of failure is too high, a comprehensive approach to the increasing AI-driven fraud challenge is the answer we need.”

Cyber security analysts say the rise of adaptive fraud prevention tools reflects a wider industry shift toward real-time defence systems capable of evolving alongside increasingly dynamic threats.

For Uganda’s financial sector, the implications are that banks, fintech firms, payment platforms and online marketplaces need to rack up investment in stronger digital identity verification systems as AI-generated impersonation attacks become more scalable and difficult to detect.

Analysts warn that if businesses fail to strengthen cyber resilience, the growing prevalence of AI-enabled fraud could undermine consumer trust in digital services, increase operational costs and expose firms to regulatory and reputational risks.

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The Air Transport IT Insights 2025 Report shows that while airlines in the Middle East and Africa are increasing investment in digital systems, airports are lagging behind—creating fragmentation across the aviation ecosystem. Only 43 percent of airports in the region plan to increase technology spending, compared to 63 percent globally.

In this interview with 256 Business News,’ Aviation & Technology Lead Michael Wakabi, SITA President for the Middle East, Africa and Türkiye, Selim Bouri, explains why data integration matters more than new terminals, why AI is only as good as the data behind it, and why Africa has a unique chance to build smarter aviation systems from the ground up.

Q: Your report suggests Africa and the Middle East are not getting the full value from aviation technology investments. What is the problem?

Selim Bouri: The issue is not that investment is too low—it is that the value coming from that investment is often limited because systems are still fragmented.

The challenge is global, not just African. Airlines and airports are investing more in technology, which is positive, but what they get from that technology depends on data quality, data integration, and how connected those systems are.

In Africa and the Middle East, airlines are investing aggressively, and all of them plan to continue doing so. But airports are moving much more slowly. Only 43 percent of airports in the region plan to increase technology investment, while 12 percent are actually considering reducing it.

That is worrying because aviation challenges today cannot be solved by infrastructure expansion alone. Building bigger airports or buying more aircraft takes time. Technology helps solve immediate capacity constraints, disruptions, and sustainability challenges right now.

Q: So how can airlines and airports harmonise performance across the ecosystem?

Selim Bouri: We are seeing progress. About 73 percent of airlines and a similar number of airports are investing in data-driven decision-making systems.

For airlines, this includes tools that optimise aircraft trajectories using data from weather, fuel consumption, and aircraft performance. For airports, it includes biometrics, self-service systems, passenger flow management, and AI-driven customer service.

The problem is that many of these solutions still operate in isolation.

You can optimise passenger flow in one terminal, but if that is not linked to aircraft turnaround, baggage handling, fuel coordination, or slot management, delays simply move somewhere else.

That is why integration is critical. Improving one point in the system is not enough. The next stage is linking everything together so the entire ecosystem improves at once.

Q: Why is integration still so limited? Is it a technology problem or a mindset problem?

Selim Bouri: It is a combination of both, but mostly complexity.

Air transport involves many players—airlines, airports, governments, border agencies, ground handlers, and passengers. Each has different systems, different standards, and different levels of data maturity.

Airlines are often ahead because they control more of their own operations. Airports are more complex because they must coordinate with multiple airlines, governments, and service providers.

The technology exists. The real challenge is agreeing on standards, funding models, and collaboration.

Even basic IT and telecommunications infrastructure is still the number one investment priority for 56 percent of airports globally. Without that foundation, you cannot even collect and trust the data needed for advanced systems.

Q: Are the costs of fragmentation that obvious?

The new addition to the departure terminal at Entebbe that is set to open in May

Selim Bouri: Absolutely—and Africa actually has an opportunity here.

In some regions, airports have had to keep layering new technology on top of outdated systems. That creates inefficiency. In Africa, many airports still have the chance to go directly to smarter systems from the start.

It is like mobile networks. If you are building today, you do not start with 2G—you go directly to 5G.

The same logic applies in aviation.

For example, around 40 percent of airlines already use AI-based tools that optimise fuel consumption by 3 to 10 percent on the same route with the same aircraft. On a typical narrow-body flight, that can mean savings of between $75,000 and $150,000 without buying a new aircraft.

That is immediate return on investment.

Q: How can cash-strapped African airports avoid a patchwork approach as technology keeps evolving?

Selim Bouri: The answer is not chasing every new technology. It is focusing on the fundamentals.

The fundamentals are data collection, open interfaces, standardisation, modularity, and scalability.

Whatever system is chosen must be flexible enough to evolve without forcing the airport to rebuild everything later.

Airports are long-term investments. You are not building for one year—you are building for the next 10 to 20 years.

That means choosing technology that can scale with future traffic, future disruptions, and future operational demands.

Technology will change, but the need for interoperability will not.

Q: Is there a risk Africa could overinvest in hardware and underinvest elsewhere?

Selim Bouri: The bigger question is what strategic role a country wants aviation to play.

Do you want a national airline? A regional hub? A cargo gateway? A maintenance centre? A tourism destination?

Those choices determine investment priorities.

What is clear is that aviation is a major force for economic growth in Africa, and Africa is one of the fastest-growing aviation markets in the world.

Technology should be the first strategic pillar, not the last.

IT spending may represent only about 3.6 percent of airline revenue and around 8 percent of airport revenue, but it is often the most transformative investment an airport can make.

Q: If you had to prioritise, what are the top three things’ airports and airlines must do now?

Selim Bouri: First, implement AI where it creates operational value. Not because AI is fashionable, but because it helps make better decisions at the right time.

Second, improve data integration and data integrity. AI is only as good as the data behind it. If the data is weak, AI creates more disruption, not less.

Third, address capacity and sustainability in two stages—immediate technology upgrades first, and longer-term infrastructure expansion second.

Africa has a unique opportunity to build smarter from the beginning.

Instead of building first and fixing later, airports can use technology to define what should be built in the first place. That is where the real competitive advantage lies.

Q: Thank you for your time, Mr Bouri

Selim Bouri: Thank you for having me

The post SITA: Why African airports are investing more but getting less value appeared first on 256 Business News.

As airlines grapple with rising fuel uncertainty linked to disruptions in Middle East supply chains, technology providers are increasingly positioning artificial intelligence as a critical tool for balancing operational efficiency with sustainability goals.

Global air transport technology firm SITA says its AI-powered solution, SITA OptiFlight®, is helping ITA Airways significantly cut fuel consumption and carbon emissions, offering a model for carriers navigating volatile fuel markets and tightening environmental regulations.

The Italian national carrier is using the system to optimise aircraft climb performance, a phase of flight that can heavily influence overall fuel burn. According to SITA, the deployment is expected to save more than 7,100 tonnes of fuel and reduce over 22,100 tonnes of CO₂ emissions across 2025 and 2026.

The development comes at a time when airlines across Europe, Africa and the Middle East are facing renewed concerns over fuel pricing and supply resilience as geopolitical tensions in the Middle East continue to disrupt energy flows. Aviation analysts say such pressures are forcing carriers to look beyond traditional cost-cutting measures and toward data-driven operational efficiency.

SITA OptiFlight uses aircraft-specific performance data combined with real-time four-dimensional weather intelligence to calculate the most efficient climb profile for every flight. The system adjusts factors such as airspeed, altitude transitions, acceleration and climb Mach to ensure optimal performance without compromising safety or operational reliability.

Unlike standard flight optimisation tools, the platform applies tail-specific modelling for each aircraft, allowing for more precise recommendations based on the aircraft’s unique performance characteristics and changing operational conditions.

Francesco Presicce, Chief Innovation and Strategic Projects/Vision at ITA Airways, said the technology aligns with the airline’s long-term sustainability and growth strategy.

“At ITA Airways, we know that innovative technologies are key to delivering our long-term growth and sustainability strategy. Data-driven insights and artificial intelligence allow us to achieve significant fuel saving and emissions reductions without compromising efficiency or safety,” he said.

He noted that the initiative forms part of the airline’s broader effort to pursue more sustainable and responsible aviation while maintaining operational excellence.

The system has now been rolled out across ITA Airways’ fleet, underscoring the carrier’s ambition to position itself among Europe’s leaders in sustainable airline operations.

For SITA, the partnership reflects a wider industry shift in which fuel efficiency is becoming both an environmental and financial priority.

Yann Cabaret, Chief Executive Officer of SITA for Aircraft, said fuel consumption remains one of the biggest operational and regulatory challenges facing airlines worldwide.

“Fuel consumption is one of the biggest hurdles for airlines facing increasing regulatory and environmental pressures, and with it being one of the biggest costs in day-to-day operations, the need for intelligent solutions has never been greater,” Cabaret said.

He added that real-time predictive modelling enables airlines to reduce emissions while preserving optimal flight performance, making digital transformation central to aviation sustainability.

Industry observers note that while sustainable aviation fuel remains a long-term solution for decarbonisation, immediate gains are increasingly being found in operational technologies such as AI-assisted route planning, predictive maintenance and climb optimisation.

For carriers operating in Africa and the Middle East—where fuel logistics can be especially vulnerable to regional instability—such technologies could provide a significant competitive advantage. And as the world’s airlines seek to shield themselves from fuel volatility while meeting investor and regulatory demands for greener operations, solutions like SITA OptiFlight may increasingly become an operational necessity.

The post AI takes on fuel risk as airlines grapple with Middle East supply pressures appeared first on 256 Business News.