# Poland's special economic zone in Kenya: year one of building e-motos and tuk-tuks locally

> 2025 was the first full year of a Polish special economic zone in Kenya — the only SEZ in the country dedicated to investors from a single nation. Inside it, UBBA tech assembles electric motorcycles and tuk-tuks with Polish controllers, BMS and IoT, mainly for export to Tanzania and DR Congo. What the zone does, how it works and why it matters for EV fleets.

_Author: Gregory Radek, Co-Founder & CTO — East Africa's leading EV 2W/3W expert (https://www.linkedin.com/in/gregradek/) · Source: MargTor Ltd. — https://margtor.africa/knowledge/polish-sez-kenya-ev-manufacturing · Updated 2026-06-11 · License CC BY 4.0 (https://creativecommons.org/licenses/by/4.0/) · Attribution: MargTor Ltd., https://margtor.africa_

## Where the story comes from

This article summarises public reporting by the Polish business daily **XYZ** ("Pierwszy rok polskiej strefy ekonomicznej w Kenii. Polacy produkują tuk-tuki", xyz.pl) and adds engineering context from MargTor's own work with the companies named in it. Figures attributed to XYZ are theirs; interpretation is ours.

## A zone for one country

The Polish special economic zone in Kenya was set up at the end of 2024, following the official visit of the President of Poland to Kenya earlier that year. According to XYZ it is the **only special economic zone in Kenya dedicated to investment from a single country**. The initiative came from Kenyan business partners who met Polish entrepreneurs — among them Gregory Radek and Jacek Wróbel — during the presidential delegation. The zone operates under the Kenyan Special Economic Zones Authority, with the standard SEZ package: reduced corporate income tax, VAT exemptions on inputs and duty-free status for goods that never enter the Kenyan domestic market. Visually, XYZ notes, it resembles a military base — fencing, gates and controlled access are part of what makes bonded manufacturing credible to lenders and insurers.

## Who is inside

By the end of 2025 three Polish companies were operating in the zone: **UBBA tech**, which builds electric two-wheelers and three-wheel tuk-tuks, a home-appliance manufacturer and a producer of blinds and shutters. Talks with a second appliance maker and an organic-fertiliser producer were ongoing. The zone is both a **production base and an R&D centre** — new vehicle variants are tested on Kenyan roads before they are shipped to neighbouring markets.

## Polish electronics, Kenyan assembly, regional export

UBBA tech's distinguishing feature is **Polish power electronics**: motor controllers, battery-management systems and IoT units that allow every vehicle to be managed remotely. In practice this means a rented or financed vehicle can be **locked if instalments are not paid** — the digital-collateral mechanism described in our article on telematics-secured credit. Components arrive from Poland, China and India; XYZ names **electro.technology** and **VGK** among the suppliers building the electric-motorcycle base. These are the engineering houses led by MargTor's two founders, which is why MargTor's reference platforms and the vehicles leaving the zone share the same controller, BMS and telemetry architecture.

Most output is destined for **Tanzania and the Democratic Republic of the Congo**. In 2025, according to XYZ, UBBA tech secured orders for **more than 750 motorcycles for mines in DR Congo** and **more than 200 for a distributor in Tanzania**. In both countries the company is also building **battery-swap stations managed remotely from Kenya**.

## How the bonded zone works day to day

Two rules shape operations. First, goods may leave the zone only once invoices for the imported components have been settled — the zone is a bonded space, and customs treats stock inside it as not yet imported. Second, Kenyan import duties and VAT are due **only when products are sold on the Kenyan domestic market**; exports to Tanzania or DRC leave duty-free. For a fleet buyer in Dar es Salaam or Lubumbashi this is what produces the ~25% landed-cost advantage we describe in the export-financing article.

## Why it matters for fleet operators and lenders

- **Proximity**: a vehicle assembled in Nairobi reaches Lake Victoria or Katanga customers in days, not months, and spare parts follow the same route.
- **Serviceability**: Polish controllers and BMS mean firmware, diagnostics and warranty logic are handled by the same engineers who designed them.
- **Bankability**: remote lock, swap-station telemetry and bonded stock give lenders three independent data streams on the asset.
- **Policy signal**: a dedicated national SEZ is a visible commitment from both governments, which matters to BGK/KUKE-type export-credit institutions.

MargTor does not sell vehicles and is not the operator of the zone; it is the engineering partner that integrates platforms, swap networks and financing packs for the customers these vehicles are built for.

*Source: XYZ (xyz.pl), "Pierwszy rok polskiej strefy ekonomicznej w Kenii. Polacy produkują tuk-tuki". See also: Export financing: BGK, KUKE and special economic zones · Telematics-secured credit · Battery swapping explained.*