Nigeria can similarly commit to a phased approach: completing high-priority sections of the coastal road step by step, while ensuring continuity between government tenures. Another lesson from the U.S. is the importance of robust legislation and standards – American highway construction and safety standards are codified (for example, requirements for environmental impact assessments were later introduced in response to early shortcomings).

As Nigeria builds the coastal highway, adhering to strict engineering standards and environmental regulations (and strengthening those laws where needed) will help prevent future problems. Finally, the U.S. experience is a cautionary tale on cost control: projects like Boston’s “Big Dig” tunnel massively overran costs due to poor oversight and changing designs. Avoiding such pitfalls will require Nigeria to stick to disciplined project management and resist scope creep on the coastal highway.

South Africa – Balancing Development with Environment: South Africa’s infrastructure journey offers a regional perspective. The country has an extensive highway network (the N routes) and is currently undertaking the N2 Wild Coast Road project – a multi-billion-rand project to build a highway along the scenic but challenging Wild Coast region.

This project, which includes constructing some of Africa’s longest bridges over deep river gorges, mirrors many challenges Nigeria faces: difficult terrain, environmental sensitivities, and community concerns. South Africa’s approach has been to conduct thorough Environmental Impact Assessments and engage local communities and stakeholders (including environmental groups) from the planning stages.

The project is being managed by SANRAL (South African National Roads Agency) with a high degree of transparency – progress updates are published, and local contractors/labor are involved to ensure communities benefit. For Nigeria, the takeaway is that development and environment must go hand-in-hand.

Adopting South Africa’s model means ensuring that before construction goes full throttle, the coastal highway project completes all requisite environmental and social impact studies, identifying how to mitigate harm to wetlands, wildlife, and livelihoods. It also means compensating and resettling affected communities fairly (for example, fishing villages or beach businesses along the route) – an area where South Africa has set some positive examples in infrastructure projects.

Moreover, South Africa shows the value of technical excellence: they brought in world-class engineering firms for the design of the Wild Coast bridges, ensuring the structures meet international standards. Nigeria can similarly partner with leading engineering and construction firms (some are already involved) and perhaps invite the African Development Bank or other institutions to advise on adhering to best practices.

Middle East – Speed, Scale, and Innovation: The oil-rich countries of the Middle East have in the past few decades built modern highways across deserts and coastlines at breakneck speed. The United Arab Emirates (UAE), for instance, transformed its infrastructure in a short time – cities like Dubai and Abu Dhabi are connected by 8- to 10-lane expressways that were constructed in a matter of years, not decades.

Saudi Arabia and Qatar have similarly invested heavily in road networks, including complex projects like causeways over the sea (e.g. the 25 km King Fahd Causeway linking Saudi Arabia to Bahrain) and multilane highways through difficult desert terrain. The key lessons from the Middle East are about bold vision backed by efficient execution.

These countries often employ international contractors and consultants with proven track records, use design-build contracts to streamline projects, and cut through red tape (facilitated by more centralised decision-making) to deliver infrastructure on time. Nigeria operates in a democratic system with necessary checks and balances, but we can still embrace some of that efficiency by simplifying bureaucratic processes for this priority project and fostering a “can-do” ethos among all agencies involved.

The Middle East experience also shows the value of innovative financing – for example, using public-private partnerships and toll financing to fund mega-projects without overburdening public coffers. The Lagos–Calabar road is already planned as an EPC+ financing model (where the contractor finances a significant portion of the project), akin to a PPP.

To make that work, Nigeria must create an environment that appeals to investors: clear legal frameworks, guarantees where appropriate, and demonstrated commitment to see the project through. Lastly, Middle Eastern highways are built with an eye on the future – many are “smart highways” with surveillance, emergency phones, and provisions for autonomous vehicles. While Nigeria may not leap to that immediately, building the coastal road with room for tech integration (for traffic management, tolling, etc.) would be forward-thinking and in line with global trends.

In summary, these global perspectives – from the cautionary tales of cost overruns to the success stories of rapid delivery – all point to the importance of planning, transparency, quality, and inclusion of best practices. Nigeria stands to benefit immensely from this knowledge pool.

The Lagos–Calabar Coastal Road can be a pioneering project for West Africa if we blend our local ingenuity with international standards. By doing so, we address critics’ concerns proactively and set the project on a course to be completed efficiently and honorably. The world is watching, and we have many examples to prove that such an infrastructure dream is achievable with the right approach.

Strategic value of the Coastal Highway
Why pursue the Lagos–Calabar Coastal Road at all? Given the costs and challenges, it’s fair to ask what strategic benefits justify this project. The answer is that the potential payoffs are transformative. Done correctly, this highway will not just be a road – it will be a catalyst for economic and social development across Nigeria. Here are key areas where the coastal highway can deliver value.

National integration and unity: Nigeria’s geography has historically limited direct travel between the far southwestern and southeastern parts of the country. The coastal highway would, for the first time, directly link Lagos to the Niger Delta and the South-East on an high-speed route. By knitting together communities along the coast, it promotes national unity and integration. Citizens will find it easier to move for work, education, or leisure between regions. Culturally and politically, a road that connects diverse ethnic and regional groups can foster a stronger sense of togetherness, as people and goods flow more freely. It builds the physical bonds that underpin one Nigeria.

Economic growth and trade expansion: Improved transportation infrastructure is a proven driver of economic growth. The Lagos–Calabar road will facilitate faster and cheaper movement of goods and people between some of Nigeria’s most economically important zones. For example, agricultural produce, oil and gas equipment, and consumer goods can move by road from the ports in Lagos and Calabar to markets in between with far fewer bottlenecks.

Travel times for freight trucks could be slashed dramatically compared to current inland routes, lowering the cost of doing business. The highway also opens up access to seaports – businesses in the South-East or Middle Belt could choose to route exports through Calabar or the Lekki deep-sea port via the new road, decongesting Apapa ports in Lagos.

In addition, smoother connectivity tends to spur commerce; we can expect new logistics hubs, warehouses, and industrial parks to spring up at key junctions along the route (for instance, around major intersections in Delta or Akwa Ibom states). The cumulative effect could be billions added to GDP through increased trade efficiency and new investments along the corridor.

Regional development and tourism: Many communities along Nigeria’s Atlantic coast have remained underdeveloped or hard to reach. The highway will pass through areas with rich natural resources and tourist potential (beautiful beaches, fishing villages, oilfields, etc.) that have been previously sidelined due to poor accessibility. By bringing a reliable road to these areas, the project can ignite development in places like Ondo’s coastline, the Niger Delta creeks, and the coastal parts of Akwa Ibom and Cross River. Local farmers and fishermen will find it easier to get their products to urban markets.

Investors may be more inclined to establish factories or agro-processing plants in coastal towns once they are connected. Crucially, Nigeria’s tourism sector stands to benefit: the coastal road could become part of a “scenic route” attracting tourists to resorts, beaches, and historic sites along the way (much as South Africa’s Garden Route or the US Pacific Coast Highway have become tourist magnets).

to a private operator for upkeep (as part of a tolling scheme), or will a government agency like the Federal Roads Maintenance Agency (FERMA) handle it? Whichever model, it needs a dedicated funding source. If tolls are to be collected, ensure a portion is ring-fenced for maintenance of the road and its bridges/rail line. If it will be public-maintained, the budgeting for routine maintenance, resurfacing (for concrete, re-jointing, etc.), and repairs should be secured in federal and state budgets. It would be wise to train maintenance personnel and set up maintenance units while the road is being built, possibly even having them shadow the construction to learn the specifics. Sustainability also means putting in place measures like weigh stations to prevent overweight trucks from damaging the road, and using technology (sensors embedded in the pavement, drone inspections of bridges) to monitor infrastructure health over time. By committing to maintenance, Nigeria can avoid the fate of some past projects that were grand at opening but deteriorated rapidly. The coastal highway should be a lasting asset, not a short-lived spectacle, and that longevity comes from diligent upkeep.

Engage the public and reframe the narrative: Finally, alongside the technical and administrative steps, it’s important to win hearts and minds for this project. The government and project proponents should actively engage in public education about the coastal road’s goals, progress, and benefits. Regular press releases, community townhall meetings along the route, and perhaps a project website with updates can keep citizens informed. Constructive criticism should be welcomed and addressed candidly. By doing this, the narrative around the project can shift from rumors and political jabs to a more informed discussion. Highlight success stories as they occur (e.g., announce when a milestone like completion of a section or a bridge is achieved, and what immediate benefits it brings). When people see transparency in action – say, a list of bidders for a contract and the winner with reasons – they become more trusting. Reframing the national conversation means constantly reminding everyone, through words and deeds, that this project is about Nigeria’s development aligning with global best practices. It is neither a vanity project nor an imposed burden, but a carefully planned investment in the country’s future. With continuous public engagement, any attempts to mischaracterise or unduly politicize the project will find little fertile ground.

In conclusion, the Lagos–Calabar Coastal Road Project can indeed be the transformational infrastructure Nigeria needs for the 21st century – but only if executed the right way. By embracing the recommendations above, we address the valid concerns that have been raised and demonstrate a commitment to doing things differently. The rewards of a successfully delivered coastal highway – economic boom, national connectivity, global admiration – are within reach. Conversely, if we proceed with business-as-usual, the skeptics could be proven right and a golden opportunity will be lost. The choice is ours to make.

Nigeria has arrived at a juncture where it must marry vision with responsibility. The national conversation should no longer be mired in whether we should build, but rather how to build smartly and fairly. Let us channel the spirited debate into constructive oversight and collaboration. With transparency as our watchword and global best practices as our guide, the Lagos–Calabar Coastal Road can set a new benchmark for infrastructure projects in our nation. It can show that Nigeria is capable of world-class execution, not just world-class ideas. 

By reframing our approach in this way, we transform the coastal road from a topic of contention into a unifying project that carries the hopes and aspirations of an entire nation – a true road to progress for Nigeria.
Concluded.
Ejidiran is the immediate past MD of Wemabod Limited and the current MD/CEO Gracemman Nig Ltd. a real estate and project management company based in Lagos.