As the world accelerates toward e-mobility, Kenya’s EV training programs are becoming more common as more people embrace electric mobility.
The rise of electric mobility is bringing about a transformation that could reshape Kenya’s transport systems but one critical question remains: Is the country prepared for the e-mobility shift?
The answer hinges not only on infrastructure or technology, but on people, since a transition to electric vehicles will stall unless the country’s EV skills gap, which currently threatens progress, is addressed.
From electric vehicle technicians and battery specialists to many other stakeholders, the future of e-mobility in Kenya will depend on a workforce equipped to build, maintain, and innovate in a rapidly evolving sector.
This week, we focus on training mechanics in Kenya in preparation for the EV challenges that may arise as the country’s electric vehicle numbers increase.
Show Notes:
- Autonews Publication: Utu Cars empowers Kenya’s electric vehicle industry with a free mechanic training programme by Stephen Macharia
- Nation: Meet Kenya’s mechanic who’s a queen of hybrid cars by
Wanja Mbuthia - The Technical University of Kenya: Electric Vehicle Training to be Launched at TU-K
About Alex Munene:
Alex Munene is a pioneering force at the Advanced Mobility Centre based in Nairobi, Kenya. As Founder and Fleet Mobility Expert, he spearheads a center renowned for its expertise in electric mobility capacity building, fleet management consulting, and advanced driver training. Outside of his professional endeavors, Alex is an avid enthusiast of outdoor pursuits, including jogging, hiking, and cycling. He has climbed both Mt. Kenya and Mt. Kilimanjaro, Africa’s highest and second-highest peaks, respectively. He is also involved in local charitable initiatives and leadership roles.
Transcript:
Njenga Hakeenah: Hello and welcome to The Africa EV Show, your go-to podcast on e-mobility in Africa. I’m your host, Njenga Hakeenah. From the latest innovations in technology to the critical role of training and education, this is a podcast where we spark conversations on Africa’s green mobility revolution.
In this episode, we are zooming in on Kenya to explore how training programs for mechanics and new EV owners are shaping the future of transportation. How do we equip the next generation of technicians to service EVs? What do new EV owners need to know to get the most out of their vehicles? And how is Kenya leading the charge in building a skilled workforce for the electric future? Whether you are an EV enthusiast, a mechanic looking to upscale, or just curious about the future of transport in Kenya, this is just the episode for you. So today I am joined by Alex Monene, the founder and fleet mobility expert at Advanced Mobility in Nairobi, Kenya.
Advanced Mobility helps fleet operators to know their costs and adopt affordable e-mobility solutions. Alex organized the first EV driver training and e-mobility technical training program in Kenya. He is working with many e-mobility organizations, including BasiGo, Roam Electric, AfricaNEV, or Africa N-E-V, and is a part-time facilitator at the Strathmore Business School in Nairobi.
Hello, Alex, and welcome to The Africa EV Show. It is a great opportunity to have you on the show.
Alex Munene: Morning, Njenga, how are you doing? And a pleasure to be on this podcast this morning.
Njenga: I’m so happy to have you, sir. And you organized the first EV driver and e-mobility technical training program in Kenya. What led you to do this and why is it important?
Munene: I think for us, maybe just to give a background. So our background as Advanced Mobility is in the transport sector, capacity building. So we do three main things, which is fleet management, advanced driving, and electric mobility. So in the course of us supporting fleet operators with training and consulting solutions, we found that one of the ways to become more sustainable and effective, if not profitable, is adopting electric mobility. So that is how our journey into electric mobility started. And it has grown to now where we are offering both technical and consulting solutions in electric mobility. And we’ve had a number of projects, both in Kenya, Rwanda, Tanzania, and some partnerships even in South Africa in the electric mobility space. So that’s how we ended up here.
Njenga: And why is it important?
Munene: I think it’s important for two main reasons. So the reason we are going towards electric mobility is number one, because of climate change.
The main reason is that for over a hundred years, we’ve used the planet like an open sewer system to drive development, but now that economic progress has come at a big cost of pollution. So that pollution is making the planet unlivable. We’ve had the highest total temperatures, we’ve had unpredictable weather, severe weather occurrences, which are causing millions of dollars in loss.
The second reason is the health aspect, that this pollution is not only damaging the environment, but it’s also affecting our health. We have most cities around the world have higher emission rates or contamination rates above the military recommended levels. So this is reducing lifespan, adding to the cost of medical care and becoming one of the big challenges of our lifetime.
So those are the two main reasons why we are moving towards electric mobility and sustainable transport.
Njenga: And the training itself, why do you think it is important?
Munene: So the training is basically just a human angle because we realize as advanced mobility that electric mobility is moving very fast in terms of technology. From where we started, just to give a background, electric vehicles were actually invented before engine vehicles, but because there was no reliable energy supply over 130 years ago, when the engine vehicles were invented around 1890, then they took off because they were using oil which was easily available around the world.
And since then, they became the primary means of transport. Now, over 100 years later, we are undergoing what we are calling a phase change. And for us, what we’ve seen is that the technology is moving very fast.
The policies are also moving quite fast around the world. What is being left behind is the people pillar and there’s not change which can happen without people being on board it. And right now, our focus is on capacity building and awareness programs on electric mobility because human beings don’t like change.
We like everyone else to change, but we remain the same. That’s the main challenge we are facing that people are seeing this electric mobility is outside their comfort zone. It’s a new thing.
So they have to understand it so that they want to change it for themselves, not because the government wants them to change or because climate experts want them to change. They have to see the benefit for themselves and what to change themselves. So as electric mobility is growing, we are finding that fewer people are able to fix this vehicle.
So the buyers, the first question they ask when they are buying an electric vehicle is where will I have this vehicle fixed? And that question is not being answered adequately. So that is the gap we are trying to fill in. The second gap is basically an awareness gap.
There’s a lot of misinformation about electric vehicles. We call it half-truths and outright lies going to what we call greenwashing, which I’ll explain later. So we are in that space of spreading awareness so that we can grow our training programs.
Njenga: It makes a lot of sense. And what training programs currently exist in Kenya for mechanics to transition from working on internal combustion engine vehicles to EVs?
Munene: We find there are a few programs being run mainly by donor agencies like GIZ in electric mobility. NITA, which is the National Industrial Training Authority is also coming up with a curriculum for TVETs and also doing an initial pilot training for TVET instructors so that they can understand electric mobility.
But by far, most mechanics right now do not have a good opportunity to learn about electric mobility. So the few who are doing so are doing through apprenticeship programs where they just go to a garage or a workshop where there’s someone who understands about hybrids or electric mobility and they just, you know, work under them and learn a few bits here and there. A few of them are, of course, doing the UT University approach, but that is not a certified training.
It could have some gaps. So right now there’s few opportunities for mechanics to understand about e-mobility. Probably the third one I would mention is e-mobility firms also doing their own training. So when they recruit staff, whether it is the two-wheeler assemblers or the four-wheeler vehicle sellers, they train their own staff at onboarding, which again is a very small number compared to the thousands and thousands of people in the after-sales support system who will not get that opportunity.
Njenga: And then when we talk about talent, of course, you mentioned that if any mechanic wanted to train, they would have someone who is maybe handling a hybrid. But what are the biggest challenges that mechanics in Kenya face when learning to repair and maintain EVs?
Munene: I would say the first one is basically access to structured learning. Before we even go to that, probably even access to the vehicles themselves. There are many Kenyans who have not been carried or driven or ridden in an electric vehicle. So I know around Nairobi, we are used to seeing lots of electric motorbikes, but believe me, there are many technicians who have not had a chance even to be driven or carried in one.
They give a lot to work on it. So access to information and access to the vehicles or to the equipment is probably the number one challenge for a mechanic to transition. The second one would be now access to a structured learning approach or opportunity, because most of them are already in the marketplace.
So assuming the curriculum is approved in the next year or so, anyone in TVET going backwards will benefit. But what about the thousands of people already in the marketplace? So they need short professional courses to be able to learn about this electric mobility. The third thing is it does not come cheap, because like the trainings we’ve carried out, we’ve used the master EV technician for the technical sessions. He’s paid by the thousands of dollars. He’s certified in the US in hybrid and electric vehicles. So we opted to go for a certified person, because we know there are many people who can teach the technical aspect.
But in terms of offering certificates as a training institution, we felt it is good to have someone who is formally certified in the same. So the cost has been a big challenge, because here we are dealing with high-value equipment. The tools required are not cheap. You need the diagnostic tools, some of them running again into thousands of dollars. And then the resources that you need, the insulated tools are not easily available or the costs higher than the normal tools. And then I would say the last challenge is just access to proper data from the manufacturers.
Right now, most EV manufacturers are holding their technology as proprietary. So they are not releasing all the codes. You know, when you connect a vehicle to the CAN bus port using a diagnostic tool, it gives you some codes.
But now to understand what those codes mean, you need to get support from the manufacturer of that equipment. So as compared to fossil fuel vehicles, which have been in existence for over a hundred years, they’ve developed a system of sharing those codes easily available to most open market tools. But for the EVs, that’s not happening. So if you don’t have the direct contact with the manufacturer, you will not be able to get the vital information even if you have the right tools. So I think that adds another level now of complexity to the repair and fixing of these vehicles at this early stage.
Njenga: And it’s interesting when you mentioned access to vehicles and, you know, like the information about these vehicles and what I have seen and actually even the training that you had and which I was, well, I reported about, I realized that we have a lot of Chinese tech in the EV space in Kenya.
And I wanted to ask about when it comes to now expertise and you’ve mentioned that you brought in somebody who is a master tech for the short technical bits. Do you have partnerships with Chinese manufacturers and trainers and engineers and mechanics to come and offer some of these here? Because again, like you say, the information is not easily available to the local mechanics that we are with here.
Munene: At the moment, we don’t have any direct connection with the Chinese OEMs. So what we do have is a very strong local support or network through the E-Mobility Association of Kenya. So we have access to virtually any of their premises. So if we need to access their tools, their workshops, then that we have access to.
But in terms of the more technical information about the vehicle specifications and those codes that I told you for diagnostic, right now that is a bit of a challenge. So every OEM is working with their distributor to share that, but it’s not open source information. So basically right now, for example, one of the most important things to measure in an electric vehicle is what we call the state of health, which guides on the life of the battery or the quality of the battery, how far it has been degraded.
Right now for most Chinese vehicles, that information is only available to probably the person selling and not all of them. So this is one of the areas where I would seek collaboration to get easy access to those codes and probably when access to the technicians, if we could get the technicians from the Chinese OEMs coming to help us carry out the training, then that would really grow our reach and by extension grow the reach of the Chinese vehicles because the more people can fix the Chinese vehicles that are there, the more they’ll be able to sell because they’ll be answering that question that every consumer is asking. If I buy this vehicle, where will I get it fixed when there’s a problem?
Njenga: And I think personally, if I were, not even a vehicle, if I bought a TV or a home appliance, if I cannot get service for that, then I would kind of have second thoughts about purchasing that.
But if I got the same product from someone who says, in case of anything, you can always come to us, we will fix whatever challenges and problems, then that makes it easy for me. And because you’ve mentioned that there are very limited certified trainers, but apart from Advanced Mobility, are there other institutions that are specializing in offering this training in Kenya?
Munene: I know a few universities are trying to develop some curriculum, but that’s still far off considering the process of certifying curriculum in universities could take months, if not years. So probably the most advanced one is the curriculum development through NITA, which is a project driven by GIZ. And one of the organizations supporting that is WTS Energy. So, that I think is the frontrunner in mechanical training. Of course, there’s also what we’re doing as Advanced Mobility, as a private sector player, being the first to carry out training, proper technical training. We’ve trained over 220 people across the country. In all kinds of organizations, most of them have been with engineering or mechanical or technical backgrounds from different organizations, from Kenya Power to KDF, to some of the legacy OEMs like Isuzu and e-mobility companies like Roam and BasiGo. I’ve all had some of their technicians and operational people attend our training.
I know there’s a few programs here and there. There’s one of the mobility players called Kiri EV are running a two-wheeler training in Kisumu. So it is spotted training here and there, which needs probably a bit of luck and being in the right place to get access to the training.
Basically we’re seeing the demand is huge and it will need a very coordinated approach to be able to enable access to the rest of the mechanics and technicians.
Njenga: I think we can shift gears now and look at new EV owners. And for this group of people, what kind of training or orientation do they receive when they purchase their first EV?
Munene: Now, when it comes to the new EV owners, I think the first place we recommend starting is understanding the use case. Because right now, because of some of the limitations of electric vehicles, like charging infrastructure and the range that it can cover, not every use case can be replaced with an EV. I think many EV sellers are probably not asking that question. And then the customer gets disappointed when they start using the vehicle and experiencing challenges.
So the first step would be to understand the use case and confirm that this EV that is being bought, it is replacing a function where there was a fossil fuel vehicle. Does it meet the requirements in terms of the range that it needs to cover in terms of the charging time where the vehicle needs some downtime to charge? So there are some factors we consider when doing that. So if someone does not do that assessment, then they will probably be set up for disappointment.
The second thing is to understand that being a new technology and dealing with high voltage, then the EV owners need to understand, number one, the safety aspect of the vehicles, that if you mishandle them, especially some of the high voltage components which are well marked in orange cabling, then you face risk of damaging the battery, injuring yourself, or even a fatality. Because compared to traditional ICE vehicles which have maximum voltage of 20-24, in electric vehicles, we have moved to 300 to 600, but we were talking about 800-voltage architecture, which is very high voltages. So they need to understand they are dealing with a high-voltage system.
And thirdly, just to understand how to take care of the vehicle in terms of the charging so that they maximize the life of the battery. And also they don’t damage the battery through things like restricting the cooling system, the air circulation of the battery. One more thing, I think also the EV driving is different because just like engine vehicles, if your driving style is not good, then you will have a very high fuel consumption.
So for electric vehicles, if your driving style is not good, you’ll have high energy consumption. So there’s a particular way of driving because the electric vehicles have what is called regenerative braking. Where when you start braking, when you let go of the accelerator and the vehicle is in motion, it starts harnessing that energy to charge the battery again.
So knowing the right combination of acceleration and braking to give you maximum harvesting of that energy extends the range of the vehicle. So if someone does not understand that aspect, then they’ll be running out of charge quickly. And unfortunately, the charging infrastructure is not well developed.
So you can’t just pop into a petrol station, fill up the tank and continue driving. So those are some of the factors that the EV users will need to figure out. And then we’ll go back to the initial question.
You also need to know where it will be fixed ultimately. At some point, it will need to be, some nuts will need to be tightened, some lubricants will need to be replaced, some components will need to be tested with the right tools. So again, you need to answer that question either from the distributor or dealer selling you the equipment or a specialized workshop. Like in Nairobi, the only specialized workshop for EVs is by Yukita Mobility. You’ll find a gentleman called Alex Mwanzo. Right now, that’s the only specialized workshop for EVs.
There are a few others dealing with the hybrids and the other work, but I think right now that would be the one who would use probably as a benchmark. So those are some of the questions that EV owners would need to think about. Let me add one more, mileage.
One of the things that we advise fleet operators, if your use case does not have adequate mileage, then you’ll not get the benefit of using an EV. Basically, you’re saying an EV is not a vehicle to drive and park the whole day. You need to be doing at least 100, 200 kilometers so that you get the most benefit, which is the fuel saving from using an EV because right now it’s costing more than an electric vehicle.
There’s a lot to discuss in that space, but I think for EV owners, that’s it in a nutshell.
Njenga: But are there trainings that are offered to these EV owners? Like I come to wherever I go buy my EV, is there any training that is offered or do the dealers just give me the vehicle and then whatever happens, that’s up to you?
Munene: Okay, and a few of them just give you the vehicle and you will find out along the way. They’ll show you the functionality, but they don’t offer any formal training. But some of the, I would call more serious players like BasiGo have a formal training program which we are running such that anytime they sell a bus to a PSV operator, then they mandate that operator to attend a training so that they understand the high voltage system, the safety training, the safety aspect of the vehicle, and also the eco-driving aspect, which I told you about maximizing range. So we have similar partnership with a few other players like Roam and others probably who I might not mention now because they are upcoming or maybe not for disclosing, but very few of them are having that structured training, which means they are lifting out the people aspect. They are focusing a lot on the hardware, focusing on the charging infrastructure, but no change or transition happens without having the buy-in of the people.
And eventually that is reflected in their performance. We’ve seen the accident rate, the charging problems that the players who don’t adopt a people or human-centric approach face compared to the ones who focus on the people as well.
Njenga: And now that you have mentioned accidents and incidents, have there been any cases of people getting hurt? Somebody bought an EV and then somewhere along the way, either when they are charging or something, and something happens with them?
Munene: Yeah, there’ve been a few incidents, but most of them have been, when it comes to the battery issues, most of them have been on the two-wheelers because of the kind of battery chemistry some of them have been using. So the most common and the most stable chemistry right now is the lithium-ion-phosphate battery type. But when the two-wheelers motorbikes were starting, some of them were using the nickel-manganese-cobalt battery chemistry, which has higher density, but is also much more volatile. So when you look at the way some of our boda bodas handle their bikes, so that became a bit of an issue and led to a few battery fires and things like that.
On the vehicle side, we’ve not really had battery issues, more like battery failures caused by things like maybe driving through floods where the battery is not well insulated or the battery losing range because it was not well ventilated, especially for the hybrids. They have a vent where you need to ensure. Basically, the batteries need a cooling system.
So some are air-cooled, others are liquid-cooled. So the air-cooled ones, if you limit the circulation, then that affects the quality of the battery. By and large, the bigger incidents on the bigger vehicles have been just, you know, accidents.
And maybe just now, here’s where I can share some data. For example, like for BasiGo, where we do the training, they have about approaching 60 vehicles. They’ve been operating in Nairobi for over two years, done over 2 million kilometers, not had a write-off.
A few major accidents, but no fatality. Vehicles are running smoothly. Some of the players come in the market less than six months ago with about 20 vehicles or less. I’ve already had like two or three write-offs. You can see where I’m telling you there. If you don’t handle the people aspect, the training, which covers a lot of that human-centered approach, then the gaps will be evident in the operations.
And if the vehicle is not running, then it is not making money. It is like a grounded plane. It needs to be in the air as much as possible. If it’s grounded, it’s not working and it affects the business model.
Njenga: What I’m getting from you is that training vehicle owners who are trained are usually in the mass transport and for personal vehicles, not as much.
Munene: Not as much. And the reason why the mass transport owners are trained is because the use case for them makes sense. So that’s why they are adopting a higher risk than the personal users, because they are making money because their use case is right. And the other thing I also forgot to mention is why training is provided for the EV users is that most people are not aware that electric vehicles have more power, more speed, more torque than the ICE vehicles.
I mean, add to the fact that they are silent. So which means they are also a safety risk to other road users who will not hear them as easily as the engine vehicles. So there’s also a safety risk and the EV driver needs to have a very good understanding of defensive driving.
Otherwise, they’ll be caught up in road safety incidents because of the power at their disposal and the quietness of the vehicles to other road users. And already in Africa, we have some of the highest fatality rates in the world, despite having the lowest motorization rates. So if we don’t change that, with the growth of EVs, things are just going to go from bad to worse in terms of road safety.
Njenga: Hopefully not. And I have seen that, because I have been to BasiGo and I would not be allowed to drive the bus. So I think it’s because I have to undergo the training. And then you have mentioned something about EVs and water. And I have heard these from some people that I have spoken with for some shows that we have on this program. And they have said that an EV’s biggest enemy is water. And you know, like in Nairobi, when it rains, it may rain for an hour. And then where you left your car, you find it’s a lake. How delicate are these vehicles? Because I think we also need to understand that when I am buying this vehicle, it’s not like I am always worried that it’s going to get water and things like that.
How delicate are they? And what amount of water would mess an EV?
Munene: Okay, let’s start from the statistics that EVs respond better to water emergencies than ICE vehicles. Because EV batteries are very well insulated. There’s what you call the IP ratings of the batteries. So it helps to ensure that the EV is very well insulated to reduce chances of water getting into the battery or the electric system. That being said, as long as we are dealing with electricity, then we know those that water don’t meet. So the best recommendation is to stay away from water, especially stationary water.
What you see from experience and from reports around the world is that when there are floods, I mean, like when there are floods in the most recent rains in India or the big floods which were in Dubai last year, the EVs were going through the floods and the ICE vehicles could not because the moment the air intake gets compromised, then that’s it. So I know it’s a bit of a contradiction that the EVs are doing better, but we are saying stay away from the water because the risk is very high where the damage, if there’s any bit of penetration, then the potential damage and safety consequences could be severe. But generally, EVs are very well built and anywhere that an engine vehicle will go through, believe me, an EV will go through probably much better. So that’s almost the same data we have for fires. When an EV catches fire, it is news, but the data shows that engine vehicles catch fire on a higher frequency, but they are not reported because I mean, we’ve had these vehicles for a hundred years, so a petrol vehicle catching fire is not breaking news, but an EV catching fire is like a plane crashing. It’s big news.
Njenga: You know, we lose more people on the road accidents than to air travel. And I think when we can move on to the most common mistakes that EV owners make and how can the training programs help?
Munene: Some of the common mistakes, some of them I’ve already covered is not understanding their use case. For us, we say that the reason for sustainability or adoption will be economic, not climate, not health.
In Africa, we are still at the lower levels of Maslow’s hierarchy. So most people will adopt electric mobility because it is making them money or saving them money. So that is a very important factor.
The second thing is now, if the use case is right, that you are doing enough mileage and you know, you arrange and other factors like charging suitable to give you a lower cost of operation. The next thing is now how to sustain the vehicle for a long period of time. So this year we’re talking about the charging. So for example, we find that the faster charging options also degrade the battery life. So much as it is very convenient to use the high capacity chargers of 50, 100 to 200 DC chargers, then you find that the slow chargers of, you know, 22 kilowatt and below, most of them at home are actually seven, actually are very good for the quality of the battery. They extend the life of the battery.
The other thing we’ve seen is the charging pattern also matters a lot. So most of the time we advise people not to let the battery go below 20% or not to charge above 80 or 90%. So don’t charge 200 and also don’t bring it to 10% or five.
Those extremes are not good for the life of the battery. It degrades the battery much faster. The other one I had mentioned is the cooling system.
So most of the first generation batteries are air-cooled. The two wheel batteries are air-cooled. So it makes sure that they get very good ventilation, whether it is through the vents or just cleaning so that you don’t have things like mud and dust affecting the cooling system.
The vehicles will also give you a warning when the temperature is going up. The other one is also the cleaning because for electric vehicles, you can’t just go to a car wash and wash them anyhow. So the way you need to clean the components, you either need to do very selective steam cleaning or what you call dry ice cleaning of the electrical components. Others, most of the time they are insulated so you can clean the rest of the body, pressure wash, but be careful. So it’s something again where people in the car wash space need to be told where to clean and where not to clean, where to use pressure, where to use a damp cloth, where to use just air pressure and not water. So all those are some of the ways that you maintain the quality of or extend the life of an EV.
Njenga: And now that you’ve mentioned charging fully and then discharging fully, which is not good for the EV. And we know that BYD brought in a technology that is charging vehicles in five minutes. When we look at this kind of technology happening, the vehicles now that will come after, we can charge these in five minutes.
Are they optimized to last that long or would they be optimized?
Munene: I think we’ll find out when they roll out because that announcement by BYD was a prototype. So it’s not yet in the market. But what I can tell you is that we are seeing a lot of changes in this space. I think every other week or month there is some breaking news, which is changing the direction of the industry in a remarkable way. So we believe, and especially that very high speed charging, you will find that the use case for it will be on commercial vehicles, which are making money. So that will make sense. Secondly, you’ll find that even when the battery gets degraded, it doesn’t get disposed. It can still be repurposed into energy storage or then recycled to create a new battery. But with the new charging technology, I think some of them are maybe like BYD, the announcement was, it could charge to 80% in five minutes.
So you could do that 80% and stop at that. So that you don’t reach there, the maximum 80% where the degradation is a bit higher. But that is basically a game changer for electric mobility, because the biggest challenge you’ve had in terms of charging has been how long it takes. So even on your charging infrastructure, you’re thinking, how many chargers do you need to, and if each is taking two hours, four hours to charge a vehicle, to charge so many vehicles. But now you’re at a technology which can be able to give you 80% charge in five minutes. It’s in the horizon coming.
You have other options where you can do battery swapping. So rather than wait for those many hours, you can change the whole battery pack, including of a prime mover, the same way we are doing swapping for two wheelers. So now the challenge, now we shift to the energy grid or infrastructure.
Do we have enough power to charge all these, to provide all this charging power that we are talking about? But I think those are good problems. There are many battery chemistries also in the horizon that we keep hearing about. Our charging speed has grown. I think it is approaching 10C now for that grade D announcement. So I think there’s lots of very good prospects for electric vehicles on the horizon, and we can’t wait to see what will be the market in a decade or so.
Njenga: Definitely. Thank you so much, Alex, for spending this time. Do have a wonderful time, and I look forward to seeing you again soon.
Munene: Thank you, Njenga, for the discussion. We hope to keep preaching the EV gospel. Our slogan is normally, here we go electric. So we keep looking forward.
Njenga: It’s another wrap of another episode of the Africa EV Show. We’ve taken a deep dive into Kenya’s electric vehicle space, regarding training for mechanics and EV owners. We will explore the critical role of this training for mechanics and shared insights on how to equip new EV owners to run their vehicles without hitches.
A huge thank you to you, Alex, for shedding light on how Kenya is driving the green mobility revolution through education skill building.
Outro: And to you, our listeners, for joining us on the show. Remember, the road to a sustainable future isn’t just about the vehicles. It’s about the people who build, maintain, and drive them. So whether you’re a mechanic, an EV owner, or simply an advocate for cleaner transportation, your role matters. Let’s keep the conversations going on and the wheels turning.
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