{"id":38130,"date":"2026-10-13T11:52:59","date_gmt":"2026-10-13T10:52:59","guid":{"rendered":"https:\/\/www.funminews.com\/?p=38130"},"modified":"2026-10-13T11:53:04","modified_gmt":"2026-10-13T10:53:04","slug":"umahi-defends-coastal-highway-diversion-as-ondo-communities-demand-probe","status":"publish","type":"post","link":"https:\/\/www.funminews.com\/index.php\/2026\/10\/13\/umahi-defends-coastal-highway-diversion-as-ondo-communities-demand-probe\/","title":{"rendered":"Umahi Defends Coastal Highway Diversion as Ondo Communities Demand Probe"},"content":{"rendered":"\n

The Works Minister cites pits exceeding 100 metres and rising construction costs, while coastal communities demand independent engineering assessments, financial transparency and protection of their economic interests.<\/em><\/p>\n\n\n\n

Nigeria’s Minister of Works, David Umahi, has defended the Federal Government’s decision to alter sections of the Lagos-Calabar Coastal Highway in Ondo State, citing unusually difficult ground conditions and potentially excessive construction costs, as coastal communities and political stakeholders demand greater transparency over the multitrillion-naira project. Speaking during a briefing on President Bola Tinubu’s major infrastructure projects in Abuja on October 7, 2026, Umahi said engineering investigations identified pits exceeding 100 metres in depth along portions of the original route. He also claimed that suitable sharp sand could not be found at depths of up to 300 metres in some locations, making construction considerably more difficult and expensive. According to the minister, maintaining the original alignment would require extensive ground treatment and additional expenditure that could undermine the project’s value for money. His explanation has intensified concerns among residents of Ilaje Local Government Area, who fear that the redesigned route could bypass coastal settlements originally expected to benefit from improved road access. The controversy has since expanded beyond engineering considerations to questions about public procurement, environmental assessment, project planning and the distribution of economic opportunities along Nigeria’s southern coastline.<\/p>\n\n\n\n

Umahi acknowledged receiving petitions challenging the proposed changes but maintained that the decisions were guided by engineering assessments rather than political considerations. He explained that road construction costs vary considerably depending on the terrain, particularly where weak soil requires extensive excavation, filling and reinforcement before pavement can be laid. Some affected locations, he said, contained pits more than 10 metres deep that would require substantial quantities of suitable filling material to establish a stable foundation. His latest explanation followed earlier remarks in August 2026 that portions of the Ondo alignment contained peat deposits extending approximately 40 to 50 metres beneath the surface. Peat is a weak organic soil that can compress significantly under heavy loads, potentially causing road settlement, cracking and structural damage if not properly treated. Depending on the extent of such deposits, engineers may recommend ground improvement, specialised foundations, soil replacement or changes to the route. Umahi argued that avoiding the most difficult sections would reduce construction risks, improve durability and protect public funds. However, the complete geotechnical reports identifying the precise locations, soil conditions and comparative construction costs have not been made available in the materials reviewed. Independent examination of those documents would be necessary to establish the full technical basis for the redesign.<\/p>\n\n\n\n

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The Lagos-Calabar Coastal Highway, which commenced construction in March 2024, is one of the Tinubu administration’s largest and most prominent infrastructure projects. Designed as a transport corridor of approximately 700 kilometres, the highway is intended to connect Lagos with Cross River State through Ogun, Ondo, Edo, Delta, Bayelsa, Rivers and Akwa Ibom states. Government officials have promoted the project as an investment capable of strengthening regional connectivity, reducing transportation difficulties and supporting trade, tourism, maritime activities and industrial development. Its original coastal orientation was expected to provide new connections between communities and commercial centres that have historically faced limited road infrastructure. The Federal Ministry of Works has reported substantial progress on the first approximately 47-kilometre section beginning in Lagos, while construction activities continue on other portions of the corridor. Umahi has also provided updates on Section 2, covering approximately 55 kilometres and involving pavement works, flyovers, underpasses and connections to existing highways. Although progress on the Lagos sections demonstrates that construction is advancing in parts of the project, it does not resolve questions about the revised Ondo alignment. For communities along the affected coastline, the central concern remains whether the completed highway will provide the direct transport connections originally anticipated.<\/p>\n\n\n\n

The route controversy intensified following government explanations that portions of the coastal highway corridor would be integrated with the existing East-West Road. Umahi said President Tinubu directed that sections extending from Ondo towards Edo State should take advantage of established road infrastructure rather than require an entirely new alignment through difficult terrain. According to the minister, this approach would reduce unnecessary expenditure while improving connections with the national road network. However, the announcement generated concern that the project could depart from its original coastal development objectives. Following a meeting with Tinubu at the Presidential Villa on Monday, October 12, Umahi rejected suggestions that the Federal Government had abandoned the Lagos-Calabar Coastal Highway in favour of the East-West Road. He clarified that the coastal project remained part of the administration’s infrastructure programme and that the government separately intended to reconstruct approximately 400 kilometres of the East-West Road. His explanation distinguished the two initiatives but left questions about how the revised sections would interact with the original route. In particular, a detailed publicly accessible alignment map would help establish which communities remain directly connected to the highway, which sections have been modified and how alternative road links will be provided.<\/p>\n\n\n\n

Opposition to the proposed diversion has been particularly pronounced among Ilaje coastal communities in Ondo State, where residents fear losing access to the economic opportunities associated with the project. On October 11, Ilaje Omuro Community Connect, an organisation that says it represents more than 1,000 people of Ilaje origin, called on President Tinubu, the National Assembly and relevant anti-corruption institutions to investigate the circumstances surrounding the realignment. In a statement signed by its legal representative, Babatunde Omobone, the group demanded an independent engineering assessment, a comparative financial review and public disclosure of the technical evidence supporting the government’s decision. It argued that a highway promoted as a coastal development initiative should adequately consider the interests of communities situated along the coastline. Other stakeholders, including Senior Advocate of Nigeria Ebun-Olu Adegboruwa, have also expressed concerns about the implications of diverting substantial portions of the road away from coastal settlements. The objections reflect fears that communities already affected by inadequate transport infrastructure could remain isolated despite significant public investment in the region. While the concerns do not establish that the redesign is technically unjustified, they underscore the importance of explaining how the revised route serves both engineering requirements and the economic interests of affected residents.<\/p>\n\n\n\n

For Ilaje communities, the potential consequences extend beyond the location of a road on an engineering map. Fishing, agriculture, small-scale commerce and water transportation remain important sources of livelihood in many coastal settlements, where difficult road access can increase the cost of moving goods and reaching essential services. A major highway could improve connections to regional markets, facilitate the transportation of seafood and agricultural produce, and potentially attract investment in logistics, tourism and other commercial activities. Better road infrastructure could also improve access to hospitals, schools and employment opportunities. However, those benefits depend heavily on the highway’s alignment, the location of junctions and the availability of feeder roads connecting surrounding communities. A technically preferable inland route could still serve coastal settlements if appropriate connecting infrastructure were included in the final design. Conversely, bypassing communities without adequate access roads could limit their direct economic benefits. The available information does not establish whether the revised plan includes sufficient feeder roads or alternative transport links for all affected Ilaje settlements. This remains an important issue for both government planners and community representatives because the broader value of the highway will depend not only on construction quality but also on how effectively it connects people and economic activities.<\/p>\n\n\n\n

The financial implications of the redesign have attracted additional scrutiny because of the project’s estimated cost and the scale of public resources involved. The wider Lagos-Calabar Coastal Highway has been estimated at approximately N15 trillion, although that figure should not be treated as a final audited expenditure or a single verified contract price covering every section. Critics have questioned whether the original feasibility studies adequately identified difficult soil conditions and whether the engineering findings now cited by the government should have been incorporated into earlier planning. Such questions are relevant because major changes introduced after construction arrangements have begun can affect costs, schedules, procurement requirements and the expected benefits of a project. Nevertheless, engineering investigations often proceed in stages, and some underground conditions may become clearer only after detailed testing. The existence of challenging terrain therefore does not, by itself, prove that feasibility studies were inadequate or that public officials acted improperly. Establishing whether the diversion represents value for money would require comparison of the original and revised designs, including the cost of ground treatment, new road construction, drainage systems, land acquisition and access roads. Publication of the underlying feasibility studies, engineering assessments and financial projections would provide a stronger basis for evaluating the government’s justification and the concerns raised by critics.<\/p>\n\n\n\n

The controversy has also attracted legal objections relating to public procurement and the authorisation of government expenditure. On October 13, Niyi Akingunola, the African Democratic Congress candidate for the Ondo East\/Ondo West Federal Constituency, accused the Federal Government of potentially breaching procurement and appropriation requirements through the proposed route changes. He argued that significant alterations to a publicly funded project’s design, scope or cost should follow the approval procedures required by law. The allegations raise questions about the relationship between engineering decisions and the legal framework governing federal infrastructure contracts. Nigeria’s Public Procurement Act establishes rules for government contracting, while constitutional and budgetary provisions govern the authorisation and expenditure of public funds. Whether a particular route adjustment requires fresh legislative approval depends on the original project authorisation, applicable procurement rules, the terms of the contract and the nature of the proposed variation. Akingunola’s assertions remain allegations rather than established findings of illegality. Determining whether the relevant procedures were followed would require examination of the original procurement approvals, contract variation documents, budgetary provisions and records of subsequent authorisations. The redesigned alignment also raises environmental questions concerning wetlands, drainage, erosion, flooding and possible effects on surrounding settlements. Any substantial change to the proposed route may require examination of the relevant environmental assessment and applicable approval obligations.<\/p>\n\n\n\n

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Umahi’s explanation formed part of a broader briefing on four major road projects identified by the Tinubu administration as legacy infrastructure investments. They include the Lagos-Calabar Coastal Highway, the Sokoto-Badagry Superhighway, the Calabar-Ebonyi-Abuja corridor and the dualisation of the Akwanga-Jos-Bauchi-Gombe-Biu-Maiduguri Road. The Federal Government says these projects are intended to improve transportation links across Nigeria, facilitate trade, reduce logistics costs and stimulate economic development. The Ministry of Works has also emphasised the use of reinforced concrete pavement, improved drainage and other engineering measures designed to enhance road durability. In defending the Ondo redesign, Umahi argued that large infrastructure projects must balance construction quality, public safety and responsible expenditure. However, the benefits of major highways depend on more than the materials used or the number of kilometres completed. Their long-term value also rests on the communities and commercial centres they connect, the affordability of maintenance and the effectiveness of surrounding transport infrastructure. Independent assessment of construction progress, expenditure, environmental impacts and the accessibility of completed sections will therefore be important in determining whether the administration’s stated objectives are achieved. The Ondo dispute highlights the challenges governments face when engineering considerations, financial constraints and community expectations compete within a major national project.<\/p>\n\n\n\n

As debate over the Lagos-Calabar Coastal Highway continues, the central question is whether the Federal Government can demonstrate that the revised Ondo alignment offers an appropriate balance between engineering safety, construction costs, environmental protection and public benefit. Umahi maintains that deep pits, weak soil and difficult terrain made changes necessary to avoid excessive spending and protect the highway’s structural integrity. Representatives of coastal communities, however, argue that decisions affecting their economic future should be supported by transparent technical assessments and meaningful consideration of local transport needs. The minister’s assurance that the highway has not been abandoned addresses concerns about the continuation of the wider project but does not fully resolve questions about the location of the redesigned sections and their implications for Ilaje settlements. Requests for independent engineering reviews, comparative cost assessments, revised route maps and procurement records provide practical ways to examine the competing explanations. Until the relevant documents are available for scrutiny, neither the government’s technical justification nor allegations of improper planning can conclusively settle the controversy. For affected communities and taxpayers, the issue ultimately concerns whether one of Nigeria’s most ambitious infrastructure projects will deliver a safe, durable and economically beneficial transport network while ensuring that decisions about its route, cost and construction are supported by credible evidence and accountable public administration.<\/p>\n","protected":false},"excerpt":{"rendered":"

The Works Minister cites pits exceeding 100 metres and rising construction costs, while coastal communities demand independent engineering assessments, financial transparency and protection of their economic interests. Nigeria’s Minister of Works, David Umahi, has defended the Federal Government’s decision to alter sections of the Lagos-Calabar Coastal Highway in Ondo State, citing unusually difficult ground conditions […]<\/p>\n","protected":false},"author":11,"featured_media":38133,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"nf_dc_page":"","advanced_seo_description":"Umahi defends the Lagos-Calabar Coastal Highway diversion in Ondo, citing deep pits and high costs as Ilaje communities demand an independent probe.","jetpack_seo_html_title":"Umahi Defends Coastal Highway Diversion as Ondo Communities Demand Probe","jetpack_seo_noindex":false,"jetpack_seo_schema_type":"","_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_feature_clip_id":0,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_post_was_ever_published":false,"_wpscppro_dont_share_socialmedia":false,"_wpscppro_custom_social_share_image":0,"_facebook_share_type":"","_twitter_share_type":"","_linkedin_share_type":"","_pinterest_share_type":"","_linkedin_share_type_page":"","_instagram_share_type":"","_medium_share_type":"","_threads_share_type":"","_google_business_share_type":"","_bluesky_share_type":"","_mastodon_share_type":"","_selected_social_profile":[],"_wpsp_enable_custom_social_template":false,"_wpsp_social_scheduling":{"enabled":false,"datetime":null,"platforms":[],"status":"template_only","dateOption":"","timeOption":"","customDays":"","customHours":"","customDate":"","customTime":"","schedulingType":""},"_wpsp_active_default_template":true},"categories":[4],"tags":[],"class_list":["post-38130","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-featured"],"jetpack_likes_enabled":true,"jetpack_sharing_enabled":true,"jetpack_featured_media_url":"https:\/\/i0.wp.com\/www.funminews.com\/wp-content\/uploads\/2026\/10\/rhnru.jpg?fit=1200%2C630&ssl=1","_links":{"self":[{"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/posts\/38130","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/users\/11"}],"replies":[{"embeddable":true,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/comments?post=38130"}],"version-history":[{"count":1,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/posts\/38130\/revisions"}],"predecessor-version":[{"id":38137,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/posts\/38130\/revisions\/38137"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/media\/38133"}],"wp:attachment":[{"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/media?parent=38130"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/categories?post=38130"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.funminews.com\/index.php\/wp-json\/wp\/v2\/tags?post=38130"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}