The Federal Government’s ambitious plan to transition Nigeria’s road infrastructure to concrete technology faces significant setbacks due to soaring construction material costs and prevailing economic conditions.
Despite initial enthusiasm, the adoption of concrete roads on a large scale is proving increasingly challenging.
Findings indicate that the cost of building materials, particularly cement and iron rods, has surged dramatically over the past year, raising concerns over the feasibility of continuing with the policy.
Although a policy framework for concrete road construction exists, large-scale implementation has remained limited.
Nigeria has traditionally relied on asphalt for road construction, but the Federal Government, under President Bola Tinubu’s administration, sought to pivot towards concrete for its durability and long-term cost-effectiveness.
The Minister of Works, Dave Umahi, had championed the shift, stating that 70% of federal highways were being designed using concrete technology.
However, cost implications have emerged as a major hurdle. Data from the construction industry show that while an asphalt road costs approximately ₦49.76 million per kilometre, the cost of a concrete road was initially pegged at ₦59.18 million per kilometre—₦9.41 million more expensive.
Due to inflation and escalating material prices, that figure has now risen by 73%, pushing the cost beyond projections.
A market survey shows that the price of a 50kg bag of cement has increased from ₦5,000 a year ago to between ₦8,000 and ₦9,500. Similarly, the cost of a tonne of reinforcement rods has surged from ₦500,000 to ₦1.05 million.
Sand prices have also spiked, with a 30-tonne load rising from ₦60,000 to ₦160,000 in some locations.
Industry experts and civil engineers have raised concerns over the sustainability of the policy, citing the growing cost burden.
The former President of the Nigerian Institute of Quantity Surveyors (NIQS), Segun Ajanlekoko, noted that while concrete roads offer greater durability and are better suited for Nigeria’s climate, their high initial costs pose a challenge.
“The life cycle costing of concrete roads is more economical in the long run, but given the current financial constraints and rising material prices, execution becomes difficult,” he said.
Major construction firms operating in Nigeria, including Julius Berger Nigeria Plc, HITECH Construction Company, and China Harbour Engineering Company, have invested heavily in asphalt technology. While some contractors have signaled willingness to transition, others have raised concerns over the readiness of the cement industry to meet demand.
Nigeria’s cement production capacity stands at approximately 58.9 million metric tonnes annually, spread across 12 registered companies.
The Cement Producers Association of Nigeria recently warned that without adequate government intervention, cement prices could hit ₦9,000 per bag, further complicating efforts to expand concrete road construction.
The association also advised a phased approach, allowing both asphalt and concrete technology to coexist while contractors adjust to new requirements.
Meanwhile, the government has launched a test-run of the policy with the Lagos-Calabar Coastal Road project, which commenced in March 2024.
The project, awarded to Messrs HITECH Construction Company, spans 47.47km in its first phase and is expected to be completed within eight years at a cost of ₦15 trillion.
However, initial indications suggest that cost adjustments may be inevitable, with the government already revising the road width from 10 lanes to six.
Speaking on the development, Umahi dismissed claims that the concrete road policy is ill-timed, stating that he would not succumb to opposition from contractors.
He further confirmed that some major cement producers had agreed to offer discounted prices for government-led projects.
Despite government assurances, analysts remain cautious about the long-term feasibility of the plan. A structural engineer and former Permanent Secretary of the Lagos State Ministry of Works and Infrastructure, Wasiu Olokunola, emphasized that while concrete roads require less maintenance, their higher upfront cost could strain the country’s road infrastructure budget.
“Nigeria owes contractors ₦14 trillion for over 2,600 road projects inherited from the previous administration. The Ministry of Works has paid ₦4 trillion so far, but with rising costs, there is concern that the budget for road infrastructure may double,” Olokunola said.
The ongoing economic reality presents a difficult choice for the Tinubu administration: maintain the push for concrete roads despite cost challenges or revert to asphalt to manage spending in the short term.
With the Federal Government allocating ₦1.06 trillion for capital projects in the 2025 budget, the coming months will determine whether the shift to concrete remains viable or if economic constraints will force a policy reversal.
