Nigeria’s Minister of Works, Senator Dave Umahi, has defended the Federal Government’s handling of the Lagos–Calabar Coastal Highway, explaining the engineering considerations behind changes to parts of the route and the procurement process through which Hitech Construction Company Limited was selected to execute the project.
Umahi has maintained that the coastal highway has not been abandoned or replaced by the East-West Road. Rather, he said the government is incorporating existing road infrastructure into a broader transport corridor to address difficult terrain, flooding and the challenges associated with constructing a highway through parts of Nigeria’s coastal environment.
His explanations also cover the use of restricted procurement for the first section of the project, subsequent selective competitive bidding for other sections, and the technical requirements that influenced the choice of contractor.
However, the project has continued to attract public scrutiny over the contract-award process, its cost, financing arrangements, route revisions and the need for transparent disclosure of relevant project documents.
Umahi has explained that Hitech was selected for the initial section because the company had experience in major road construction and the specialised equipment required for concrete-pavement works.
According to the minister, the government was particularly interested in contractors capable of deploying multiple Wirtgen concrete-paving machines, which are used for large-scale concrete road construction.
He said concrete-paving equipment was not widely available among contractors in Nigeria when the project began. The Ministry of Works therefore sought a company with relevant technical experience and the capacity to undertake a major highway project involving demanding coastal conditions.
Umahi cited Hitech’s previous work on the Oworonshoki–Apapa Road in Lagos as evidence of its experience in road construction. He also referred to the company’s approach to managing coastal erosion and related engineering challenges.
The minister said these considerations informed the decision to engage Hitech for Section One of the Lagos–Calabar Coastal Highway.
The Federal Government’s explanation is that the selection was based on the contractor’s experience, equipment and ability to meet the project’s engineering requirements, rather than a recommendation by President Bola Tinubu.
Umahi has denied that the President influenced the selection of the company. He has also defended the procurement arrangements as consistent with the applicable government process.
The procurement process has been one of the most controversial aspects of the Lagos–Calabar Coastal Highway project.
Umahi has explained that Nigerian procurement rules provide for different methods of awarding contracts, including open competitive bidding, selective or competitive tendering, and restrictive procurement.
According to his account, the government used a restrictive procurement process for the first section of the coastal highway. The recommendation was submitted to the Bureau of Public Procurement (BPP) for review and subsequently presented to the Federal Executive Council (FEC) for approval.
The minister said the process involved scrutiny of the contractor’s proposal and adjustments to rates where necessary.
In March 2025, Umahi explained that the government initially sought contractors with the specialised equipment and experience needed for large-scale concrete paving. He said Hitech was chosen for the first section because of its previous road construction experience and its ability to meet those requirements.
For Section Two, the minister said the government adopted selective bidding, inviting a number of companies to submit proposals. He stated that Hitech emerged as the winner of that process. He also said the same approach was used for Sections 3A and 3B.
In more recent explanations, Umahi reiterated that the Ministry of Works submitted its procurement recommendation to the BPP, which reviewed the proposed rates and drew attention to prices it considered above expected limits. According to the minister, the ministry reviewed those rates before the process proceeded to the relevant approval stage.
These are the minister’s explanations of how the procurement process was conducted. They do not, by themselves, settle every question raised by critics about whether the process provided sufficient competition or whether the full procurement records have been made publicly accessible.
The coastal highway is being delivered under an Engineering, Procurement, Construction and Financing arrangement, commonly described as EPC+F.
Under this structure, the contractor’s responsibilities extend beyond construction alone. The arrangement combines engineering and project planning, procurement of materials and equipment, construction activities and financing arrangements.
Hitech Construction Company is the contractor identified for the project’s initial phase. The Federal Government has presented the EPC+F structure as a means of coordinating technical delivery with financing and accelerating the development of a major national infrastructure corridor.
The Federal Ministry of Finance has also announced a syndicated financing arrangement for Phase One, Section One, involving several financial institutions.
However, an EPC+F structure does not remove the need for clear information about the contract price, financing costs, government obligations, repayment arrangements, variations and the conditions under which payments are made.
For a project of this scale, the public interest requires that the contractual responsibilities of the government and contractor be clearly understood, alongside the funding model and the safeguards in place to protect public resources.
Umahi has attributed some of the route revisions to difficult ground conditions encountered during the engineering assessment of sections of the proposed highway.
According to explanations published by the Federal Government and reports of the minister’s statements, parts of the original alignment in Ondo State presented significant construction challenges, including deep pits, unsuitable soil conditions and a lack of appropriate sharp sand at the required depths.
The minister said these conditions could make construction along the original alignment more complicated and expensive, requiring extensive filling, ground improvement and other engineering interventions.
The government’s position is that route adjustments were considered to improve constructability, manage difficult terrain and avoid unnecessary engineering complications.
The coastal environment presents additional challenges, including high water tables, erosion risks, drainage requirements and the need for structures capable of withstanding demanding conditions.
These factors influence decisions about road foundations, pavement design, drainage, bridges and other supporting infrastructure.
The government has also defended the use of reinforced concrete pavement, arguing that properly designed and constructed concrete roads can provide durability under heavy traffic and reduce the recurring maintenance associated with some conventional asphalt roads.
Nevertheless, the final assessment of any route change should be based on published engineering studies, cost comparisons, environmental assessments and evidence that the revised design offers better value than the original proposal.
Umahi has also clarified that the Federal Government’s decision to reconstruct parts of the East-West Road does not mean the Lagos–Calabar Coastal Highway has been cancelled.
According to the minister, President Tinubu directed the Ministry of Works to incorporate the existing East-West Road into the broader corridor in areas where this would be more practical than developing a completely new alignment.
The government has cited flooding and deteriorating road conditions along parts of the existing East-West Road, particularly around the Ughelli axis, as reasons for additional engineering work.
Umahi said vulnerable sections would need to be raised in some locations, with reports of his explanation referring to elevations of about two metres in certain areas.
The Federal Government has described the reconstruction as an additional intervention intended to improve connectivity and address longstanding transport problems in the Niger Delta.
The distinction is important: the coastal highway is a major proposed transport corridor, while the East-West Road is an existing route requiring rehabilitation and improvements. Integrating parts of the two is intended to create a more practical network rather than simply abandoning one project for another.
The government has also referred to continuing survey and design work for sections extending through Ondo, Edo, Delta, Bayelsa and Rivers states, with connections to other sections of the coastal corridor
Another important element of the revised transport plan is the proposed Benin bypass in Edo State.
Umahi has explained that the bypass is intended to allow through-traffic to avoid the congested centre of Benin City, improving the movement of vehicles travelling between the western and eastern parts of the country.
Reports of the minister’s explanations have referred to a bypass of approximately 45 kilometres. The proposed link forms part of wider efforts to improve the connection between the Ondo–Edo corridor and the broader coastal highway network.
For motorists travelling eastward from the Lagos and Ondo axis, the intended benefit is a more efficient connection through Edo State without requiring every vehicle to pass through central Benin City.
The proposed bypass should not be confused with the entire coastal highway or the East-West Road. It is a separate connecting component within the wider transport plan.
If delivered as designed, the bypass could reduce pressure on urban roads, improve travel efficiency and support the movement of goods between the South-West, South-South and other parts of Nigeria.
However, the actual benefits will depend on the final alignment, interchange design, connections to existing roads, construction quality and the timely completion of the relevant sections
The Ministry of Works has reported progress on several sections of the Lagos–Calabar Coastal Highway.
According to government statements, Section One covers approximately 47.47 kilometres, while Section Two extends for about 55 kilometres. The ministry has also reported work on Sections 3A and 3B, alongside other sections of the wider corridor.
The government has said that engineering designs have had to accommodate important infrastructure and development projects, including the Dangote Refinery, Lekki Deep Seaport, rail infrastructure, flyovers and other transport connections.
Such interfaces require detailed coordination to ensure that the highway connects effectively with ports, industrial facilities, rail routes and existing road networks.
The reported progress figures and completion targets are statements attributed to the government and should be distinguished from independently verified assessments of work completed, expenditure incurred and the quality of construction.
A comprehensive public update should set out the status of each section, the original and revised completion dates, the amount spent, outstanding financing and the expected date for opening each completed stretch to traffic.
Despite Umahi’s defence, the contract-award process has attracted questions from public commentators and critics who have called for greater transparency.
Among those raising concerns was Funsho Doherty, a former Lagos governorship candidate, who questioned the initial award to Hitech and argued that the procurement process required closer scrutiny under Nigeria’s Public Procurement Act.
The concerns centred on whether the initial award provided adequate competition, whether the legal requirements for the procurement method used were satisfied, and whether the government made sufficient information available to the public.
The dispute is not simply about whether the law recognises different procurement methods. It also concerns the specific circumstances under which a particular method may be used, how contractors are assessed, how prices are evaluated and what documentation supports the final award.
The minister has maintained that the government followed the applicable procurement framework, that the BPP reviewed the proposals and that the FEC approved the relevant process.
A definitive assessment of the competing positions requires examination of the actual procurement documents, applicable approvals, tender records and contract terms, rather than relying exclusively on either the government’s defence or critics’ allegations.
The issue is especially important because the highway is a major public infrastructure project involving substantial expenditure and long-term consequences for transport, commerce, communities and the environment.
The government’s engineering explanations provide context for the route changes and the choice of contractor. However, Nigerians also have a legitimate interest in understanding the financial and procurement decisions behind the project.
Greater transparency would include the publication or clear public explanation of the relevant contract documents, the procurement method and justification, the BPP’s review, the approvals obtained, the contract price and financing structure.
The government should also explain the cost implications of changes to the route, including whether the revised alignment reduces or increases the total construction cost and how the changes affect the delivery timetable.
Environmental impact assessments, compensation arrangements for affected property owners and communities, and the engineering studies supporting the revised route are also relevant to evaluating the project.
These disclosures would help the public assess whether the project is being delivered economically, lawfully and in a manner that protects the interests of communities along the route.
The Lagos–Calabar Coastal Highway is intended to improve connectivity, support economic activity and strengthen transport links along Nigeria’s coastline. The government says the project’s engineering decisions, the use of concrete pavement, the integration of the East-West Road and the proposed Benin bypass are intended to make the wider corridor more practical and durable.
Umahi has also defended Hitech’s selection, citing the company’s experience, specialised equipment and participation in the procurement process described by the ministry.
But the success of a project of this scale cannot be measured by construction activity alone. It must also be judged by the quality of the engineering, the cost of delivery, compliance with procurement requirements, environmental safeguards, transparency and the benefits ultimately delivered to Nigerians.
Publishing the relevant records and providing clear, consistent updates would help establish public confidence and allow independent observers to assess whether the project is meeting its stated objectives.
