KeNHA Pledges Transparent Tolling on Sh200 Billion Rironi-Mau Summit Expressway Amid Wealth Division Fears

When Kenya National Highways Authority announced its plan to toll the Sh200 billion Rironi–Nakuru–Mau Summit Expressway on November 5, 2025, it didn’t just lay out a road project—it ignited a national debate about who gets to move freely in Kenya. The expressway, set to upgrade 174 to 175 kilometers of the A8 road from Rironi to Mau Summit and 54 to 58 kilometers of the A8 South link to Naivasha, promises faster travel, safer journeys, and reduced fuel costs. But for many Kenyans, especially those who rely on daily commutes or operate small transport businesses, the real question isn’t about efficiency—it’s about access. Tolling could turn a vital corridor into a luxury lane, leaving those without disposable income stranded on crumbling, congested alternatives.

The Promise of Transparency—and the Fear of Exclusion

KeNHA insists it’s not building a highway for the rich. Acting Director General Eng. Luka Kimeli told reporters on November 5 that alternative routes will be mapped and maintained for those who refuse to pay. "The usage of the toll road shall be cheaper due to resultant savings in travel time, vehicle operating costs, and safety," he said. But here’s the twist: those alternatives don’t yet exist in any meaningful form. The current roads parallel to the expressway—dusty, potholed, and often flooded—are already overloaded. Many motorists say upgrading them would cost less than building a toll road, and yield more equitable results.

KeNHA’s statement claims tolls will follow a "regulated tariff framework," ensuring affordability while letting the private partner recover costs. But affordability is relative. A trucker hauling goods from Mombasa to Kampala might save Sh3,000 in fuel and time by using the new highway. But if the toll is Sh2,500? That’s nearly a day’s wage for many. And there’s no guarantee the savings will outweigh the cost. The National Social Security Fund (NSSF) and China Road and Bridge Corporation (CRBC) are the preferred proponents, but the final contract hasn’t been signed. That means the toll rates are still theoretical—and the public has no say in them.

Who’s Really Paying for This?

The Rironi–Nakuru–Mau Summit Expressway is part of the Northern Corridor, Kenya’s economic lifeline. Over 70% of the country’s imports and exports flow through this route, linking Mombasa Port to Uganda, Rwanda, South Sudan, and beyond. Critics argue that tolling a corridor this critical isn’t just bad policy—it’s dangerous. Political leaders from Western Kenya, where many residents depend on informal transport and cross-border trade, have called the plan "economic apartheid."

On YouTube, videos from November 7 show frustrated truck drivers and matatu operators at Rironi junction, chanting, "We didn’t vote for this road!" One driver, Samuel Mwangi, told a reporter: "I’ve been on this road for 18 years. Now they want me to pay to drive on the same road I helped maintain with my taxes?" His sentiment echoes across the region. The government hasn’t released a single map of proposed toll-free alternatives. Without one, the promise of choice rings hollow.

Meanwhile, KeNHA’s claim that the highway remains "state-owned" despite PPP financing feels like semantics. The NSSF—a public pension fund—is investing billions, meaning Kenyans’ retirement savings are being used to fund a project that may exclude them. CRBC, a Chinese state-owned firm, brings expertise but also raises questions about long-term control. Will maintenance be outsourced? Will toll revenue be reinvested locally? No one knows.

The Broader Toll on Kenya’s Social Fabric

This isn’t just about roads. It’s about inequality. Kenya already has a two-tier transport system: private cars on smooth highways, and public transport on broken backroads. Adding tolls to the most critical artery in the country risks cementing that divide. A study by the Kenya Institute for Public Policy Research and Analysis (KIPPRA) in 2023 found that 68% of low-income households in Rift Valley spend over 20% of their income on transport. The expressway could push that number higher.

And the timing couldn’t be worse. With inflation still hovering near 7%, and the cost of living rising, Kenyans are already cutting corners. A Sh500 toll on a daily commute adds up to Sh15,000 a month—more than the average rent in many towns. For a minibus operator, that’s a 30% increase in operating costs. Many will pass it on to passengers. Others will quit. The result? Fewer rides, longer waits, and more people walking.

What Happens Next?

KeNHA says negotiations with CRBC and NSSF are ongoing. The PPP Committee hasn’t approved the final contract. That’s the window. Public pressure could still force changes: a phased tolling model, subsidized fares for commercial vehicles, or mandatory upgrades to parallel roads before any toll is charged. The PPP Directorate under the National Treasury must hold open consultations—not just with consultants and bankers, but with truckers, market women, and students.

Construction hasn’t started. No one has broken ground. That means this is still a plan, not a fait accompli. The question isn’t whether the road should be built—it’s who it’s built for. If the answer is only those who can pay, then Kenya’s promise of inclusive growth is already broken.