Government officials are celebrating the planned Standard Gauge Railway (SGR) link to Uganda as a project that will cement the Port of Mombasa's position as East Africa's leading trade gateway.

Supporters argue that extending the railway from Naivasha through Kisumu to Malaba will increase cargo volumes, reduce transport costs and strengthen regional trade with Uganda, Rwanda, South Sudan, Burundi and eastern DR Congo. Freight through the Port of Mombasa has been growing, with Uganda accounting for nearly 70 percent of transit cargo.

But behind the optimistic projections lies a series of unanswered questions that taxpayers have been asking for years.

Where Will the Money Come From? ¶

The proposed railway extension is expected to cost hundreds of billions of shillings.

While the government has repeatedly stated that financing has been "thought through," it has yet to publicly provide a comprehensive breakdown of how the project will be funded, what the borrowing terms will be, how much taxpayers will ultimately repay, or what risks the Exchequer could assume if projected revenues fall short.

The financing model has evolved several times after China's Exim Bank declined to fully finance later phases of the railway, forcing Kenya to explore domestic bonds, private investors and alternative lenders.

Will This Project Be Completed? ¶

The SGR was originally envisioned as a seamless railway linking Mombasa to Kampala and beyond.

Yet after the Nairobi–Naivasha section opened, the project remained stalled for years because financing could not be secured.

The renewed launch has revived optimism, but Kenyans have seen ambitious infrastructure announcements before that later slowed because of funding challenges.

What About the Existing SGR's Performance? ¶

Government officials highlight rising freight volumes and passenger numbers as evidence that the railway is succeeding.

However, critics argue that the bigger question is whether the railway has generated sufficient long-term economic returns to justify its construction cost, debt obligations and operational subsidies.

Independent economists have long debated whether projected cargo volumes and revenues are enough to recover the enormous investment over time.

Infrastructure Alone Is Not Competitiveness ¶

Officials correctly point out that faster logistics could make Mombasa more attractive to regional traders.

However, transport infrastructure is only one factor influencing competitiveness.

Port efficiency, customs clearance, corruption, cargo handling charges, road connectivity, security and border procedures all influence where importers choose to move their cargo.

Without improvements across the entire logistics chain, a new railway alone may not guarantee higher cargo volumes.

Taxpayers Want Accountability, Not Just Groundbreaking Ceremonies

Few dispute that Kenya needs modern transport infrastructure.

The real debate is whether major projects are being planned transparently, financed sustainably and executed in a manner that delivers value for money.

As construction moves forward, many taxpayers will be watching for detailed financing disclosures, realistic completion timelines and measurable economic returns—not just projections.

Ultimately, the success of the SGR extension will not be measured by speeches at launch events but by whether it is completed on schedule, operates efficiently, attracts the promised cargo volumes and delivers benefits that outweigh its long-term cost to the public.