By Adeyemi Adekunle
The Federal Executive Council (FEC) has approved an extensive infrastructure plan, allocating over N885billion for major road projects across Nigeria. This decision comes as a significant intervention to address the nation’s chronic road network failures, which have long plagued economic productivity and public safety. While the ambitious funding has raised hopes, many Nigerians remain skeptical, having witnessed numerous infrastructure projects stalled by mismanagement, corruption, and poor execution.
Among the most substantial allocations is the N470.9 billion designated for an access road in Delta State, a region known for its economic significance due to its oil-rich status. For decades, inadequate road infrastructure has disrupted logistics, forcing businesses and residents to navigate deteriorated roads that become nearly impassable during the rainy season.
The newly approved funding is expected to improve connectivity, but its implementation will determine whether it truly transforms the region or becomes another unfulfilled promise.
Similarly, the N148 billion approved for an access road to the Second Niger Bridge in Anambra State is a long-overdue investment.
The bridge, which was constructed to ease congestion and improve trade between the southeastern and southwestern parts of the country, has yet to achieve its full potential due to the absence of proper access roads. Commercial transport operators and traders who frequently ply the route have endured long delays and increased vehicle maintenance costs.
The new funding offers a much-needed solution, but given the history of delays in previous road projects, many remain cautious in their optimism.
Another critical project is the Lagos-Ibadan Expressway, which has received an allocation of N195 billion under the Presidential Infrastructure Development Fund (PIDF). This expressway serves as a major commercial artery, linking Lagos—the economic hub of Nigeria—to other regions.
Frequent commuters and business owners have long suffered from severe traffic congestion, road accidents, and vehicle damages due to ongoing but slow-moving rehabilitation efforts. Many have questioned whether this latest funding will finally lead to the road’s full rehabilitation or simply be another extension of an already delayed project.
One of the most significant shifts in Nigeria’s infrastructure strategy is the move toward reinforced concrete pavement rather than traditional asphalt.
This change is particularly notable in the Lokoja-Benin highway reconstruction, which has been allocated N305 billion. Minister of Works David Umahi justified this transition by emphasizing that concrete roads are more durable and cost-effective in the long run, countering previous contractor claims that Nigeria’s high temperatures make asphalt the more suitable option.
The project has been divided into three segments: N64 billion for the section from Obajana to Benin, N110 billion for Auchi to Edo, and N131 billion for the Benin Airport area.
The decision to use reinforced concrete aligns with international best practices, particularly in regions where heavy traffic and extreme weather conditions frequently lead to premature road failures. However, its success depends on contractors’ expertise, quality control measures, and strict oversight. Past infrastructure projects have often suffered from substandard materials, poor workmanship, and lack of accountability, raising concerns over whether the proposed concrete roads will be implemented to global standards.
Another key allocation is the N252 billion for the Abuja-Kano highway, which has been split into two primary segments. The first section extends from the boundary of the Federal Capital Territory (FCT) to Niger State, incorporating an additional 5.71 kilometers, while the second section covers regions within Kano State, featuring a 17-kilometer extension. This highway is a crucial link for northern traders and transporters, many of whom have suffered from the road’s deteriorating conditions. Poor maintenance, potholes, and security threats have made travel along this route increasingly hazardous. The new funding aims to rehabilitate the highway fully, but with past experiences of delayed or abandoned projects, many road users remain skeptical about whether they will see tangible results anytime soon.
Beyond the major expressways, the FEC has also approved N3.571 billion for a comprehensive structural evaluation of the Third Mainland Bridge and Carter Bridge in Lagos. These bridges are critical to the city’s transportation network, accommodating thousands of vehicles daily. Structural weaknesses have been identified over the years, leading to concerns about their long-term stability. The approval for evaluation is a positive step toward ensuring public safety, but unless it leads to actual reinforcements and timely repairs, Lagos commuters will continue to face risks.
Additionally, the FEC has sanctioned several smaller road projects, including the N5.4 billion Ado-Ekiti–Igede road project, N18 billion for the Wusasa-Jos route in Kaduna State, and N12.75 billion for a joint road project in Abia and Enugu states. The Onitsha-Owerri expressway has also received an allocation of N22 billion, further highlighting the government’s broader attempt at regional connectivity improvements. These projects, while smaller in scope, are equally vital for local economies and rural development. Many of these roads have been left in disrepair for years, disrupting agricultural transportation, trade, and general mobility.
Despite the scale of these approvals, the history of Nigeria’s infrastructure development raises important questions. Many projects have been announced in the past with significant budgets, only for them to be abandoned midway due to corruption, lack of funding continuity, or contractor inefficiencies. The government has promised strict oversight this time, with Umahi stating that the administration will not accept excuses from contractors regarding project delays or cost overruns.
Public confidence in Nigeria’s infrastructure projects has been eroded by repeated failures, making it imperative for this administration to not only announce funding but also ensure transparent execution. Contract awards must be free from political interference, and monitoring mechanisms should be put in place to track progress. Furthermore, independent auditing of these projects could go a long way in restoring trust.
The economic impact of these road improvements, if successfully executed, could be substantial. Better road networks will reduce travel times, lower vehicle maintenance costs, and enhance security by eliminating the isolation of certain regions. Businesses that rely on road transport—whether in manufacturing, agriculture, or retail—will benefit from improved logistics. Additionally, the use of concrete roads, if properly executed, could set a new standard for road construction in the country, ensuring that roads last longer and require less frequent repairs.
However, the real test will be in the execution phase. If these projects suffer the same fate as past initiatives that were marred by mismanagement and delays, the consequences will be dire—not only in financial losses but also in continued hardship for millions of Nigerians who depend on these roads for their livelihoods.
For many ordinary Nigerians, these infrastructure projects are not just about statistics or government policies; they represent the difference between progress and stagnation, safety and danger, economic opportunity and continued hardship. Business owners, transporters, and daily commuters alike are watching closely, waiting to see whether this time, the government’s promises will translate into reality. Until then, the skepticism remains, tempered only by a cautious hope that Nigeria’s roads might finally see the transformation they so desperately need.
