How Much Does It Cost to Ship from China to Uganda in 2026? Four Prices for One Shipment

How much does it cost to ship from China to Uganda is not what the rate sheet at the top of the quotation says, because the ocean leg is roughly a seventh of what the shipment costs above its own value and the rest is built 1,200 kilometers inland from the sea. The November 2026 ranges: a 20-foot container at $3,420–4,180 of ocean freight to Mombasa plus $2,800–3,800 to move it to Kampala; a 40-foot at $4,410–5,390 plus $3,500–4,500; LCL at $165–210 per cubic meter; air at $5.00–11.00 per kilogram depending on the weight band; and a $52,000 40-foot container landed in Kampala at roughly $77,100–103,150 depending on whether the duty line is 0 or 35 percent. Uganda has no coastline, and that single fact drives the whole cost structure: ocean freight is about 14 percent of what you pay above the goods value, while duty, VAT and the 2.5 percent levy pair take close to two thirds.

Four prices hide behind one quotation, and the gap between them is larger than any freight-rate movement this year. The base rate, the landed cost at Mombasa, the landed cost in Kampala and a DDP number quoted per cubic meter are four different products, priced by four different parties, each stopping at a different place; the transit run from Mombasa, the per-container and per-cubic-meter rates out of five Chinese load ports, the air bands into Entebbe and the duty-and-levy arithmetic that follows the CIF value are what separate them. The route page behind it, Shipping From China To Uganda, covers sailing structure and port pairs. The scale is easy to underestimate: Uganda bought about $2.6 billion of goods from China in the twelve months to August 2026 against roughly $160 million of exports, and Mombasa, the port every one of those boxes passes through, handled 45.45 million tonnes in 2025, up from 40.99 million a year earlier. If you read one section, read Section 6, because that is where two thirds of the $7,888 is decided.

1. Four numbers wear the label "shipping cost" on this lane

Any shipping cost from China to Kampala you are quoted is one of four different numbers, and the four differ by more than the freight rate does. Take a shipment that is easy to picture: 6 cubic meters of mixed consumer goods, 780 kilograms, an FOB value of $9,000, and a tariff line at 25 percent. Every figure below refers to that same cargo.

• Base rate. $1,080 for the ocean leg, 6 cubic meters at $180 per cubic meter. It stops at the Mombasa quay and covers nothing after discharge. That is the number most comparison pages lead with.
• Landed at Mombasa. $16,198 in total: the $1,080 ocean freight plus destination CFS and documentation ($210), the PVoC certificate ($235), a clearing agent ($300), insurance ($32), import duty ($2,670), the import declaration fee and infrastructure levy ($267) and VAT ($2,403). The cargo is duty paid and still sitting in Kenya.
• Landed in Kampala. $16,888, which adds $570 of LCL groupage on the Northern Corridor and $120 of delivery inside Kampala. That is the number that matters if you own the goods.
• DDP all-in. A single price per cubic meter, usually $350–450 for low-duty consumer goods and $1,100–1,400 when the forwarder has to assume a 25 percent duty line on cargo worth $1,500 per cubic meter. It covers freight, duty and tax, and it is only comparable to another DDP quote when both assume the same HS code and the same declared value.

One more number belongs in the list even though nobody quotes it: $14,485, the economic cost of the same shipment if you are VAT registered and offset the $2,403 against your own output VAT. VAT is the largest single line you can recover, and the 2.5 percent levy pair next to it is the largest line you cannot.

Here is where that $7,888 above the goods value actually sits.

The table changes how people buy freight in two ways. Ocean freight is a rounding error next to the tax lines, so a $300 saving on the rate rarely survives a misclassified HS code. The tax lines, meanwhile, are mostly set by the customs value, so the freight you negotiate and the insurance you declare both feed the duty and the VAT that follow. A quote that looks $400 cheaper can cost $600 more at entry if it declares a higher CIF value.

The DDP price needs a warning of its own, since it is the one quote most importers compare across suppliers. A forwarder selling DDP at $380 per cubic meter is not absorbing a 25 percent duty on $9,000 of goods; that duty alone is $2,670, or $445 per cubic meter. The number works only because the forwarder has assumed a low or zero duty line, a lower declared value, or both. Ask what HS code and what customs value sit behind a DDP rate before you compare it with anything, and remember that the party who owns the declaration owns the risk of being wrong about either. A door-to-door and DDP service that prices this lane properly will print the value assumption next to the rate, because without it the number is not a price.

2. The inland half: why Malaba, not Mombasa, sets your delivery date

The Mombasa to Kampala transport cost is where this lane stops behaving like a normal sea route. About 85 percent of Uganda's container imports arrive through the Northern Corridor — Mombasa, then the standard gauge railway to the Naivasha inland container depot, then road or metre gauge to the Malaba border and on to Kampala, with Dar es Salaam on the Central Corridor as the backup at 40–50 days door to door.

Mombasa itself has been the easier half of the problem. The port handled 45.45 million tonnes in 2025 against 40.99 million in 2024, and vessel waiting has run at a median near one day with a one-to-three day band in normal weeks. The waiting moved inland rather than disappearing. In February 2026 the Kenya Revenue Authority began prioritising the Naivasha ICD for long-haul transit cargo bound for Uganda, Rwanda, the Democratic Republic of Congo and South Sudan, a 4,000 TEU facility that had been running at roughly 19 percent occupancy. Kenya has also revived mandatory rail haulage from Mombasa for inland destinations, a policy the High Court struck down in 2020 and that transporters are contesting again. For a Ugandan importer the practical effect is that your box may be railed to Naivasha whether or not your clearing agent wanted it there.

The road alternative is a 1,140–1,200 kilometer run that takes five to ten days depending on the border — the transit-time breakdown for this lane explains why the same distance produces a two-week spread in quoted delivery dates. Truckers quote $2,300–3,200 per load from Mombasa to Kampala; from Naivasha the same run is $1,700–1,850 on a round-trip basis that includes returning the empty box. Rail to Naivasha plus road from there is usually the cheaper structure for a full container and the slower one for a part load, because LCL has to be deconsolidated before it can move.

Then there is Malaba. On 14 July 2026 the Uganda Revenue Authority reinstated metal electronic seals on transit trucks after a period in which the seals had been suspended and cargo theft rose. Daily clearances at the border fell from 1,500–1,600 trucks to about 750, the queue stretched close to 35 kilometers, and it took weeks to work the backlog down. The seals stayed. Budget one to three days at Malaba in a normal month and five or more when a rule change lands in the middle of the peak.

Two 2026 developments are worth knowing even though neither is finished. The 273-kilometer Malaba–Kampala standard gauge line has started construction, and Uganda's own projections put container transport from Mombasa to Kampala at about $1,600 once it runs, against roughly $3,500 today, with transit falling from about five days to one. The wider Nairobi–Kampala link through Naivasha, Kisumu and Malaba is committed to 2028 under the bilateral agreement signed in March 2026. Until then, no container reaches Kampala by rail from Mombasa without a truck at one end of the journey, and any page that tells you otherwise is describing a railway that does not exist yet.

Transit paperwork is the cheap part and the part people forget. Cargo moving under bond needs a Kenya transit bond and an electronic RECTS seal, transit goods are not charged Kenyan import duty, and the entry is opened for Uganda rather than Kenya. One structural advantage sits here too: because Uganda is inside the East African single customs territory, a Mombasa entry can be lodged and assessed for Uganda while the vessel is still at sea, so duty and VAT can be paid before the box reaches Malaba. That is the single biggest lever on border time on this corridor, and Section 9 comes back to it.

3. Sea freight from China to Uganda, priced by Chinese load port

Shipping from Shenzhen to Uganda on a 20-foot container starts at about $3,420 of ocean freight, and the spread across five Chinese load ports is under $300 — smaller than the peak season surcharge that lands on top of it in November. Rates below are base ocean freight to Mombasa, port to port, quoted in the first week of November 2026 and valid for roughly seven to fourteen days on the sea freight service we book out of South and East China.

The origin spread is small because Mombasa is served by relay services that collect boxes from every Chinese base, so a Foshan factory shipping through Nansha and a Ningbo exporter pay within a few hundred dollars of each other. Freight from a South China port is usually the cheapest per container, and the saving is rarely worth trucking cargo across the country to capture it: moving a container from Ningbo to Shenzhen costs more than the rate difference. Buy the port nearest your factory.

The surcharge is the part that moves the number. Maersk revised its peak season surcharge for China and Hong Kong to Kenya with effect from 9 November 2026, at $1,000 per 20-foot, $2,000 per 40-foot and $2,000 per 45-foot container. CMA CGM has been charging $800 per TEU to Mombasa since 15 October 2026, with a further $300 per TEU applying from 1 November on short-term contracts, and it has added an overweight surcharge of $300 per container for 20-foot dry boxes above 18 tonnes gross. Because Uganda cargo is declared to Mombasa, these surcharges apply in full to this lane, and they are charged per container rather than per cubic meter, one more reason the LCL arithmetic in the next section has shifted.

Add the fixed costs and a 20-foot box lands in Kampala at $8,310–10,070 before any duty: the base rate, $1,000 of surcharge, $2,800–3,800 of inland haulage, $380 of terminal and documentation charges, $450 for the clearing agent and $260 for PVoC. A 40-foot box at the mid-point of the same structure carries about $6,900 of ocean freight including surcharge, $4,000 of inland haulage and $1,090 of fixed charges. Nothing in that arithmetic is unusual for East Africa in 2026; what is unusual is how much of it is fixed rather than per unit of cargo.

4. Less than a container: what a cubic meter really costs

LCL on this lane is priced per cubic meter or per revenue tonne, whichever is greater, and the ocean portion sits at $165–210 per cubic meter out of South China in November 2026. Transit runs 45–55 days door to door, roughly a week and a half longer than a full container, because your cargo waits for consolidation in China and for deconsolidation at Mombasa before it can be trucked to Kampala.

The per-cubic-meter rate is only half the cost. Destination CFS handling and deconsolidation at Mombasa add about $55 per cubic meter, and LCL groupage from Mombasa to Kampala adds about $95 more, which puts the all-in LCL cost near $330 per cubic meter before duty and VAT. The same shipment also carries shipment-level fixed costs that do not scale: documentation and CFS charges around $210, a clearing agent at $300, a PVoC certificate with a $235 floor, and about $120 for delivery inside Kampala.

The structure produces a break-even that most pages on this lane get wrong. Take the cheapest credible 20-foot booking in November 2026: $3,420 of ocean freight, $1,000 of surcharge, $2,800 of inland haulage, $380 of terminal charges, $450 for the agent and $260 for PVoC. That is $8,310 for a box that holds about 28 cubic meters of cartons. Divide it by $330 per cubic meter and the crossover sits at 25 cubic meters, not the 13–15 cubic meters that gets repeated across the freight blogs. The 13–15 figure was computed when a 20-foot box into Mombasa cost $2,000 and no peak season surcharge existed; at today's rates, a 20 CBM shipment is a genuine toss-up and a 25 CBM shipment is not.

Cost is not the only input. LCL also means your cargo is handled four or five more times than a sealed container, is co-loaded with other people's freight, and cannot be sealed at origin. Importers who ship 18–20 cubic meters of anything breakable or theft-prone still choose a 20-foot box and pay the small premium for control, and the sea freight guide for this lane works through the port pairs and consolidation options behind either decision.

5. Air shipping from China to Uganda: chargeable kilos and three weight bands

Air shipping from China to Uganda lands at Entebbe International Airport, the country's only international air cargo gateway, and it is priced per chargeable kilogram in weight bands rather than per shipment. Chargeable weight is the greater of actual weight and volumetric weight at a 6,000 divisor, so a cubic meter of light cartons bills as about 167 kilograms no matter what the scale says.

Capacity into Entebbe is thinner than into Nairobi or Dar es Salaam, which is why the bands are steeper than the $4–6 per kilogram that gets quoted for Mombasa. The main carriers on the route are Ethiopian Airlines, Qatar Airways, Emirates, Kenya Airways and Uganda Airlines, with most cargo transiting Addis Ababa, Doha, Dubai or Nairobi. Entebbe handled more than 4,800 tonnes of air cargo in April 2026 and 4,498 tonnes in February, so the airport can absorb a few hundred kilos on a week's notice but not a sudden ten-tonne project move.

Air changes the freight line and nothing else about the entry. Duty, the import declaration fee, the infrastructure levy and 18 percent VAT are assessed on the CIF value of the air consignment exactly as they are on a container, PVoC still applies to regulated goods, and the UNBS inspection is the same inspection. What air buys you is time and a lower minimum: 45 kilograms is a legitimate shipment, while 45 kilograms of LCL is not worth the paperwork. Above about 500 kilograms the cost per kilogram falls, but air still costs several times what sea freight costs per kilo, and the decision becomes a working-capital question rather than a freight question.

6. Uganda import duty and VAT on goods from China, line by line

Uganda's import charges are simple on their own. What makes them expensive is that they compound, which is why the tax lines in Section 1 came to almost two thirds of the bill. Every charge below is assessed on the customs value, which is the CIF value: the goods, the international freight and the insurance together. Getting that base right matters more than arguing about the rate, because the levy maths and the VAT both sit on top of it.

Duty comes off the East African common external tariff: 0 percent on most raw materials and capital goods, 10 percent on intermediate products, 25 percent on most finished goods, and 35 percent or more on sensitive lines. Since 1 July 2026 Uganda has widened the sensitive list to cover selected processed foods and household consumables — certain edible oils, butter, biscuits, sausages and prepared foods — taxed at 36 to 60 percent of customs value. A container of cooking oil and a container of machinery can arrive on the same vessel and be charged at 60 and 25 percent.

The 1 percent import declaration fee and the 1.5 percent infrastructure levy came from the External Trade (Amendment) Act 2025 and have applied since 1 July 2025 to goods entered for home use. Together they are 2.5 percent of the CIF value, they are not recoverable, and they are computed on the freight-inclusive value — so $10,900 of freight on a 40-foot box drags $272 of levy behind it. Exemptions exist for goods in the Fifth Schedule of the East African Customs Management Act and for plant and machinery under chapters 84 and 85 of the tariff, which is worth checking against your HS code before you assume the 2.5 percent applies. The Uganda Revenue Authority administers the entry, and the assessment is what it is: there is no negotiation at the counter, only classification and valuation arguments made in advance.

VAT at 18 percent is charged on the CIF value plus duty, which is why it is always the second-largest line. It is also the only large line a registered importer can recover: offset it against the VAT you collect on your own sales and the $14,193 on that container becomes a timing item rather than a cost. If you are not VAT registered, or you are importing for a business that sells exempt supplies, it is a permanent cost. This single distinction changes the landed cost of the same container by 15 percent, and it is the first thing to establish before you compare a DDP quote with your own build-up.

Two further charges sit outside that stack. A 6 percent import withholding tax applies to most commercial imports; it is creditable against your income tax, so it costs cash flow rather than margin, but it lands on the same day as everything else. And since 1 July 2026 an environmental levy of 30 percent of CIF value applies to worn clothing and other worn articles, doubled from 15 percent — the line that matters most to the second-hand apparel trade, which is one of the largest categories moving from China into Kampala.

Compliance adds a fee and a schedule. Under Legal Notice No. 14 of 2025, 57 compulsory Uganda standards took effect on 1 January 2026 — 30 newly established and 27 amended — and every product covered by them needs a certificate of conformity issued in China before shipment. Inspection fees under the UNBS PVoC programme run at 0.50 percent of FOB value for unregistered products, 0.45 percent for registered products and 0.25 percent for licensed products, with a floor of $235 and a ceiling of $3,000. Arrive without a certificate and the consignment pays a 15 percent CIF surcharge plus full destination inspection, which on a $63,080 CIF value is $9,462 and one to two extra weeks at the border. On the same page UNBS also tightened the rules on amending a certificate: the certificate number, product name, model, description, standard and quantity cannot be changed after issue, so the CoC has to be right before the goods leave the factory gate.

The 2026 change most importers notice is administrative rather than fiscal. UNBS now clears compliant consignments through its e-portal in about three hours instead of three days, and the portal allocates inspections automatically, which removes the queue at the inspection bay for anyone whose paperwork is complete. The saving is real but conditional. It rewards the importer who applied for the CoC before shipment and punishes the one who did not.

7. A $3,600 order next to a $52,000 container

The same charge stack behaves very differently at two sizes, and the small shipment is the one that surprises people. Below, a 2.4 cubic meter LCL order of boutique stock worth $3,600 sits next to the 40-foot container from the previous section. Both are on a 25 percent duty line.

The small order pays more than the value of its own goods to get home, and the reason is not the freight rate. Fixed fees — destination CFS, the PVoC floor of $235, the clearing agent and Kampala delivery — come to $865 on 2.4 cubic meters, which is $360 per cubic meter. On the container the same category of charges is $1,090 spread across 58 cubic meters, or $19. Every small importer who has wondered why a $3,600 order costs $7,274 to receive is looking at that line, plus a duty rate that applies to a low-value consignment exactly as it applies to a full container.

The practical conclusions point in opposite directions at the two ends. At 2.4 cubic meters, the only meaningful lever is consolidation: hold the order, buy more from the same supplier, and ship 4 or 5 cubic meters for maybe $300 more in freight instead of paying the fixed stack twice. At 40 feet, freight and inland haulage are 25 percent of the cost above goods and duty, VAT and the levies are 72 percent, so an afternoon spent re-checking the HS code and the declared value pays better than a week spent negotiating the rate. In between — 8 to 20 cubic meters — the decision is genuinely a calculation rather than a rule, and the LCL crossover arithmetic in Section 4 is the calculation to run.

8. Six surcharges and penalties that land after you book

The numbers so far assume the container moves cleanly. When it does not, six further charges appear, and five of them are avoidable with paperwork rather than money.

Detention and demurrage at Mombasa. Free time runs seven to ten days depending on the carrier, then about $25–50 per container per day, rising to $100–300 per day from the second week. On a 40-foot box held three weeks past free time, that is $2,000–4,000 for a delay usually caused by a missing certificate or an unpaid levy.

Terminal storage. Separate from detention and charged by the port rather than the carrier. It starts later but compounds the same way, and it is the reason a container stuck at Malaba for five days can cost more than the freight on a small LCL shipment.

Destination inspection. Shipping regulated goods without a certificate of conformity converts a $235 inspection fee into a 15 percent CIF surcharge plus a physical inspection. On the container above, that is $9,462 for a document that costs $260 when it is arranged at the factory.

Overweight on a 20-foot. CMA CGM has applied a $300 overweight surcharge to 20-foot dry containers above 18 tonnes gross from China to Mombasa since November 2026. Tile, cement, steel and machinery in a 20-foot box hit that limit regularly, and the surcharge is not negotiable after gate-in.

Border queue days. The July 2026 metal seal rule at Malaba cut daily clearances roughly in half and produced a queue close to 35 kilometers before it cleared. Truck waiting time is billed by the day, and the cost lands on the cargo owner through the transporter's invoice.

Currency and payment friction. Duty and VAT are payable in Uganda shillings at the customs exchange rate on the day of entry. A shipment that sits for three weeks between the quote and the entry can move several percent on the tax bill alone, which is worth remembering when you fix a DDP price in dollars.

9. Where the money actually comes back (and what each saving costs you elsewhere)

Six things move the landed cost on this lane, and none of them shows up as a rate discount on a quotation.

Clear at the sea side rather than the border. Uganda sits inside the East African single customs territory, so a Uganda entry can be lodged at Mombasa and assessed while the vessel is still sailing. Duty and VAT get paid before the box reaches Malaba, the declaration is already matched when the truck arrives, and the border becomes a seal check rather than a clearance. It is the largest single time saver on the corridor, and it costs nothing but forward planning, because the entry needs the CoC, the invoice and the HS code before the vessel berths.

Route through Naivasha when the box is full. Railing the box to the Naivasha ICD and trucking it on puts the Naivasha-to-Kampala leg at $1,700–1,850 on a round-trip basis, against $2,300–3,200 for the direct road haul from Mombasa. The trade is a day or two of extra handling for several hundred dollars, and it only works for a full container that can be railed without deconsolidation.

Ship 25 cubic meters or ship a container. Below the crossover in Section 4, LCL wins on freight but loses on fixed fees per cubic meter unless you consolidate. Above it, the container wins on both.

Consolidate suppliers at one Chinese CFS. Two suppliers in Foshan and Yiwu shipping separately pay two sets of documentation and two minimums; consolidated into one LCL booking they pay one. The saving is usually $400–700 on a mid-size order and it costs a week of waiting.

Time the peak. October to December, when Christmas stock and Q1 retail orders overlap, is when the surcharges in Section 3 land. Booking in the first half of September or the second half of January avoids the $1,000–2,000 container surcharge entirely, which on a 40-foot box is more than any negotiation will recover.

Buy DDP only where the duty line is low. A DDP quote is convenient when the goods are 0–10 percent duty and the forwarder's assumed value is close to yours. On a 35 percent line, or on worn clothing with the 30 percent environmental levy, a DDP price that looks flat is usually built on a value assumption you would not want to defend in an audit.

10. FAQ: what importers ask before they commit to a booking

How long does shipping from China to Uganda take? Sea freight door to door runs 35–45 days for a full container through Mombasa, 45–55 days for LCL, and 40–50 days if the cargo is routed through Dar es Salaam instead. Air freight is 3–5 days airport to airport into Entebbe and 7–10 days door to door, and express courier is 3–5 days to a Kampala address. Add three to five days at Malaba in peak months.

What is the cheapest way to ship from China to Uganda? For volume, a 20-foot container at the low end of the November 2026 band costs about $8,310 landed in Kampala before duty, and nothing else beats it per cubic meter once the box is above 25 cubic meters. Below that, LCL at $165–210 per cubic meter plus about $150 per cubic meter of destination and inland charges is cheaper in absolute terms, though fixed fees push the per-unit cost up sharply under 4 cubic meters.

How much does container shipping from China to Uganda cost for a 40-foot box? Ocean freight to Mombasa runs $4,410–5,390 before the peak season surcharge and $6,410–7,390 with it, and inland haulage to Kampala adds $3,500–4,500. Landed in Kampala with charges paid, a $52,000 container comes to about $95,710 on a 25 percent duty line, or $77,101–103,153 across the 0–35 percent duty range.

Is shipping from Guangzhou to Uganda cheaper than shipping from Shenzhen? By sea it is close to identical: Nansha and Yantian load on the same relay services, and the November 2026 gap is $3,450–3,780 against $3,420–3,720 for a 20-foot box, or $30–60. Guangzhou wins on consolidation, because Foshan and Yiwu suppliers can be collected in one Nansha warehouse without a cross-province truck, which saves $200–400 on an LCL booking.

Do I need a UNBS PVoC certificate of conformity for goods from China? Only for products covered by the 57 compulsory standards that took effect on 1 January 2026, but that list covers most consumer goods, electricals, construction materials, food and chemicals. The certificate is issued in China before shipment at 0.50, 0.45 or 0.25 percent of FOB value depending on your registration route, with a $235 floor and a $3,000 ceiling. Shipping without one costs a 15 percent CIF surcharge plus destination inspection.

What is the shipping cost from China to Uganda per kg by air? Air freight into Entebbe is $8.50–11.00 per chargeable kilogram between 45 and 99 kilograms, $6.50–9.00 between 100 and 499 kilograms, and $5.00–6.50 above 500 kilograms. Express courier runs $12–20 per kilogram for 3–5 day delivery. Chargeable weight uses a 6,000 divisor, so light cartons bill on volume rather than on the scale.

Is door to door shipping from China to Uganda worth it for a small order? It is worth it when you have no clearing agent, no VAT registration and a duty line at 10 percent or below, because the forwarder absorbs the entry work and the tax. It is a poor deal when your goods sit at 25–35 percent duty or in worn clothing, because the DDP price is built on a declared value and an HS code you have not seen. Ask for both before you compare.

What is the best way to ship from China to Uganda for a first order? A first order of 2–5 cubic meters is best shipped LCL with a forwarder who will consolidate your suppliers in one Chinese warehouse and quote the Kampala delivery, not just the ocean leg. A first order above 20 cubic meters is best shipped as a 20-foot container with the certificate of conformity arranged at the factory, because the fixed fees and the inspection risk both fall per unit.

Does Uganda charge VAT on shipping costs as well as goods? Yes. VAT at 18 percent is assessed on the CIF value plus duty, so the freight and insurance you pay are inside the VAT base. The 1 percent import declaration fee and the 1.5 percent infrastructure levy are also charged on the CIF value, which means a higher freight rate raises three separate charges.

Get a written quote for the whole corridor

A quote that stops at Mombasa answers a question nobody asked. Send the supplier invoice, the HS code if you have one, the volume and the delivery address in Kampala, and the numbers come back as one ladder: ocean freight, the Mombasa-to-Kampala leg, duty and the two levies, VAT with and without recovery, and a DDP price with the value assumption written next to it. That is how AllBestShipping prices this corridor from Shenzhen, with the Chinese export declaration, the Kenyan transit bond, the Uganda entry and the last mile inside one document instead of five.