While You Were Sleeping: Tinubu Approves ₦787.14 Billion and $651.7 Million for New Road Infrastructure in 13 States
In a move that signals an aggressive push toward Nigeria’s infrastructural revival, the Federal Executive Council (FEC), under the leadership of President Bola Ahmed Tinubu, has approved an unprecedented wave of road construction projects across 13 states. The total financial outlay: ₦787.14 billion and an additional $651.7 million in foreign funding. These projects span the country’s six geopolitical zones and form part of what the administration describes as “transformational interventions” in the road transport sector.
The announcement, made by the Minister of Works, Engr. Dave Umahi, following the latest FEC meeting, provides granular details of each project, its budget, scope, and expected impact. Umahi described the interventions as part of a renewed federal resolve to modernize critical economic corridors, open up hinterlands, stimulate industrial zones, and reduce the decades-long deficit in national road infrastructure.
This surge in approvals comes amid mixed reactions from Nigerians over the administration’s economic policy directions and governance style. For some, it represents proof of development-focused leadership; for others, it is yet another debt-driven project cycle that may never materialize or be completed. Nevertheless, the road projects, as announced, are extensive, and their potential impact—if delivered efficiently—could reshape Nigeria’s logistics, trade, and travel landscape.
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Let’s take a closer look at the specific projects approved, the funding structures, the geographical spread, and the political implications of this massive infrastructure rollout.
A State-by-State Breakdown of the New Approvals
1. Ondo-Ekiti Axis: Dualization of Akure-Ekiti Road (15km)
Approved Budget: ₦19.4 billion
The dualization of a 15-kilometre stretch of the Akure-Ekiti road is the first project in the pack. The original project has been revised, suggesting it had either stalled or needed new technical re-evaluation. This corridor connects key agricultural communities and trade routes in Ekiti and Ondo States. The revised cost reflects increased prices in construction materials, new technical specifications, and potential resettlement compensations.
2. Sokoto-Zamfara-Katsina-Kaduna Highway: From 375km to 82.4km
Approved Budget: ₦105 billion
One of the most discussed projects involves the rescoping of a major dual carriageway originally designed to cover 375 kilometers. The new plan focuses on 82.4 kilometers, including the construction of six major bridges. This downsizing has sparked debate. Is it a scaling down due to funding constraints, or a practical move to prioritize the most critical segments? According to Umahi, the stretch identified carries the heaviest traffic and requires urgent intervention due to repeated collapses and erosion.
3. Borno State: Maiduguri-Monguno Road (30km of 105km)
Approved Budget: ₦21 billion
The federal government has awarded the first 30 kilometers of the 105-kilometer Maiduguri-Monguno road. The road is strategically important for humanitarian operations and military logistics in Northeast Nigeria. More phases will be awarded based on security assessments and availability of funds. This project is expected to boost access in insurgency-hit communities and ease movement of goods in Borno State.
4. Ebonyi State: Abakaliki-Afikpo Flyover
Approved Budget: ₦25 billion
A brand-new flyover connecting Abakaliki to Afikpo has been approved, signalling federal attention to Umahi’s home state. It is expected to alleviate heavy congestion at key intersections, particularly for goods coming from the Central and Southern parts of Ebonyi. Critics argue this is one of several projects seen to favor Umahi’s political base, but the Ministry maintains that it is based on need and potential economic impact.
5. Ogun State: Ikoga and Atan-Alapoti-Ado-Odo Roads
Approved Budget: ₦37 billion
These roads are critical to connecting the Agbara industrial cluster and satellite communities in Ogun State. For years, companies operating in this region have decried the state of access roads that inflate logistics costs and frustrate investment. With a total of ₦37 billion now earmarked, stakeholders in Ogun’s manufacturing and logistics sectors are hopeful this will ease transportation burdens in West Africa’s largest industrial zone.
6. Enugu-Onitsha Dual Carriageway Redesign (77km)
Approved Budget: ₦150 billion
One of the biggest-ticket projects is the complete redesign and reconstruction of the 77-kilometre Enugu-Onitsha Expressway. Umahi confirmed that this will be partly financed by a partnership with telecoms giant MTN Nigeria, possibly under the Tax Credit Infrastructure scheme. The expressway is a key route for traders, farmers, and commuters moving between the South-East’s biggest economic hubs. In past decades, the road has become nearly impassable. Its rehabilitation is long overdue.
7. Southwest: Benin-Shagamu-Ore Highway (Final 96km)
Approved Budget: ₦187 billion
Often described as the “spine” of Southwest logistics, the Benin-Shagamu-Ore road carries thousands of trucks daily and links Nigeria’s commercial capital to the rest of the country. The final 96 kilometres of this highway have now been awarded at ₦187 billion. This project is particularly important for moving goods to and from Lagos ports. Umahi disclosed that the project would include new shoulders, intelligent transport systems, and improved drainage.
8. Lekki Corridor: 7th Axial Road and Bridges (50km + 5km bridges)
Foreign Funding: $651.7 million (China Exim Bank)
One of the most ambitious components of the new infrastructure plan is the 7th Axial Road within the Lekki Industrial Corridor. At 50 kilometres long, with 5 kilometres consisting of multiple bridges, the project is co-financed by a $651.7 million loan from China’s Exim Bank. The road will provide strategic access to the Lekki Deep Seaport, Dangote Refinery, and other key installations. It is expected to support Lagos’ economic expansion and decongest existing urban routes.
9. Abia/Akwa Ibom: Aba-Ikot-Ekpene Road
Approved Budget: ₦30.2 billion
Another vital inter-state connector, the Aba-Ikot-Ekpene road has long been a nightmare for commuters and transporters. It links South-East industrial activities in Aba with South-South distribution points in Uyo and beyond. The ₦30.2 billion approval reflects the road’s commercial importance and is expected to stimulate trade between the two regions.
10. Lagos: Ebute-Ero and Outer Marina Shoreline Protection
Approved Budget: ₦176.5 billion
Coastal erosion and rising sea levels have made shoreline protection in Lagos more urgent than ever. The project to protect Ebute-Ero and Outer Marina in Lagos Island was approved at ₦176.5 billion. It includes land reclamation, wave breaker installation, and improved drainage. While expensive, this is seen as a preemptive measure to protect billions in property and commercial activity along Lagos’ historic waterfront.
11. Adamawa: Cham-Numan Road (Phase 1)
Approved Budget: ₦9.3 billion
The Cham-Numan road project in Adamawa State is also getting a first-phase intervention. The 9.3-billion-naira allocation will cover partial reconstruction and reinforcement of some segments. The full project will likely be executed in three or more phases. The road is considered strategic for connecting the North-East to Central Nigeria.
A Shift Toward Public-Private and International Partnership Models
One major takeaway from these approvals is the federal government’s increasing reliance on blended financing models. While the bulk of the funds are from direct federal allocations, several projects involve partnerships with the private sector and international lenders.
The Enugu-Onitsha road’s co-funding with MTN Nigeria underlines how telecoms companies are being incentivized to reinvest in public infrastructure through tax offsets. Meanwhile, the China Exim Bank’s involvement in the Lekki corridor indicates that Nigeria is still leaning on Chinese funding for mega-projects.
This combination of financing—national budget, private-sector tax credit, and concessional loans—is reflective of the federal government’s strategy to stretch limited resources while unlocking large-scale development.
The Economic Case for Massive Road Infrastructure
Why this renewed focus on roads, especially in an economy still reeling from subsidy removal, currency devaluation, and inflation?
The Ministry of Works argues that Nigeria’s road infrastructure is not just a development tool but an economic lifeline. According to Dave Umahi, “We cannot talk about boosting agriculture, industry, and trade without dealing with the roads that link farms to factories, factories to ports, and ports to the world.”
Indeed, bad roads have long been a bottleneck for Nigeria’s logistics sector. The cost of moving goods from North to South is among the highest in sub-Saharan Africa. Road accidents, delays, and wear-and-tear on vehicles impose significant burdens on farmers, traders, and transport companies.
By rebuilding critical arteries like the Enugu-Onitsha Expressway, Benin-Shagamu Road, and the Lekki Axial Road, the government hopes to unlock productivity gains, reduce transportation costs, and boost investor confidence.
Critics Raise Concerns: Transparency, Debt, and Execution
While the approvals have drawn applause in some quarters, others are raising red flags.
One of the chief concerns is transparency. Civil society groups have asked whether the bidding processes were open and competitive. There are also fears of inflated contracts, especially with projects like the 96km Benin-Shagamu road costing ₦187 billion—translating to nearly ₦2 billion per kilometre.
There are debt worries too. The $651.7 million loan from China Exim Bank adds to Nigeria’s growing external debt profile. Will these loans be concessional? What are the repayment terms? These are questions still unanswered.
Execution capacity is another concern. Past governments have awarded hundreds of road projects that were never completed, or abandoned after mobilization. Without strict timelines, contractor accountability, and third-party monitoring, history could repeat itself.
Finally, opposition parties and some policy critics argue that this infrastructure drive, though commendable, may be politically motivated ahead of the 2027 elections. “It’s like they’re laying the foundation for re-election propaganda, not economic transformation,” one opposition lawmaker remarked.
Final Thoughts: Will This Time Be Different?
The ₦787 billion-plus announcement marks one of the largest single slates of road project approvals in recent years. Its scope is ambitious. Its targets are strategic. If properly executed, the benefits would be substantial—improved movement of goods, increased job creation, and an economic stimulus across multiple sectors.
But the success of this infrastructure push depends not just on funding, but on institutional discipline, contractor performance, and political will. Nigerians have seen similar promises before, only for projects to stall or be riddled with corruption.
For now, the government has put its cards on the table.
But as some citizens have noted with caution: “While we were sleeping, they approved ₦787 billion in our name. Let them not disappear when it’s time to account.”
The roads may soon begin, but the real journey—toward transparency, completion, and tangible impact—has only just begun.