₦airaland Forum

No BENUE state






Tinubu dey fear

School na scam






Tompolo over education

Human beings

Godfullsam:
What will they do with the roofing sheet?

Something that have already been nailed.

The thief is sure not far from the neighbourhood

Thief no dey short


all in business

Iwere Engineers Forum, IEF, has urged President Bola Tinubu to immediately intervene in the reported plan to divert some sections of the Lagos-Calabar Coastal Highway away from the Atlantic coastline as the route approaches major Ilaje communities and the Itsekiri coastal belt.

IEF said the engineering concerns cited by the Ministry of Works in the Ondo and Delta corridors, including deep peat, weak soils and large water crossings, were not sufficient justification for abandoning the areas.

In a statement, the forum’s Chairman of the Board of Trustees, Professor Ogbemi Omatete; Vice Chairman, Gbesimi Akperi; General Secretary, Dr Silver Ejejigbe; and members Kunu Harmony, Dr Felix U. Atakere and Jude Pemu, said modern engineering offered multiple solutions, including corridor optimisation, strategic setbacks from the active shoreline, pile-supported embankments, viaducts, long-span bridges, staged consolidation, vertical drains, lightweight fills, deep foundations, advanced geotechnical monitoring and climate-resilient drainage.

They urged the President to direct an immediate, independent comparative review of the Ondo-Delta alignment and make relevant alignment drawings, chainages, geotechnical assessments, bridge assumptions and comparative life-cycle cost evidence available to affected stakeholders, subject to legitimate security and procurement restrictions.

They also called for the establishment of a joint technical working group involving the Federal Ministry of Works, relevant environmental and maritime agencies, the Ondo and Delta state governments, qualified independent engineers, including IEF, and representatives of affected coastal communities.

The statement reads: “Our position is straightforward: a national project conceived, named and justified as a Coastal Highway should, subject to sound engineering and environmental safeguards, remain functionally coastal. It should run broadly parallel to the Atlantic coastline and directly unlock the coastal settlements, ports, jetties, fisheries, industrial locations and blue-economy assets for which such a corridor is uniquely valuable. Inland cities and state capitals can and should be connected to the trunk coastal corridor by high-quality strategic spurs and interchanges. The trunk road itself should not have to abandon the coastal development belt merely to provide access that can be achieved through connectors.

We acknowledge that the Federal Ministry of Works has publicly cited serious engineering concerns in the Ondo and Delta corridors, including deep peat, weak soils and large water crossings. IEF does not dismiss those concerns. Our concern is that they should not become reasons to abandon the coastal development objective before a transparent, independently verifiable comparison of viable set-back and hybrid coastal alignments has been completed. Modern engineering provides multiple responses: corridor optimisation, strategic setbacks from the active shoreline, pile-supported embankments, viaducts, long-span bridges, staged consolidation, vertical drains, lightweight fills, deep foundations, advanced geotechnical monitoring and climate-resilient drainage.

“The appropriate engineering question is therefore not whether the road must sit on the beach. It should not. The question is whether a resilient Atlantic-facing corridor, generally set back from the active shoreline and locally adjusted around exceptional geotechnical, ecological and navigational constraints, can maintain direct access to the Ilaje and Itsekiri coastal belt. We submit that this alternative deserves full feasibility-level investigation before the coastal corridor is foreclosed.

The coastal road idea in this axis has deep historical roots. Public historical accounts of the late Chief Festus Okotie-Eboh record the planning of the Koko-Ogheye motor road, while later accounts describe the Koko-Ogheye-Epe concept as a coastal connection intended to shorten travel between Lagos and the Niger Delta. The Koko port facilities, Escravos navigation and other maritime infrastructure formed part of the same broader development vision. We therefore respectfully urge that today’s Lagos-Calabar project preserve, rather than bypass, the strategic maritime logic of connecting the Atlantic economic belt.

“Coastal and deltaic highways are difficult infrastructure projects, but they are not unprecedented. Louisiana’s Department of Transportation and Development, for example, is replacing a vulnerable portion of LA 1 through sensitive coastal wetlands with an approximately 18-mile elevated highway because the existing route is affected by subsidence, erosion and flooding. The lesson is not that Nigeria should copy another country blindly; it is that modern highway engineering can maintain critical coastal access through weak wetland environments where the strategic case justifies the investment. Nigeria should subject the Ilaje-Itsekiri alternatives to the same disciplined engineering test.

There is also a relevant Nigerian precedent within the same Niger Delta coastal environment. The Chevron Escravos Terminal is served by an established asphalt runway in the Escravos coastal belt, constructed and operated on low-lying deltaic terrain and used for regular personnel and logistics flights, including aircraft in approximately the 100-passenger class. Its long-standing operation demonstrates that major transport infrastructure can be engineered and maintained in this difficult coastal setting. IEF therefore recommends that the comparative study obtain and review available geotechnical, pavement, ground-improvement, drainage and maintenance records for the Escravos runway as a Nigerian benchmark. The precise equivalence of its soil strata to those at any proposed highway chainage should, of course, be confirmed through site-specific geotechnical investigations.

“The weak-soil argument must also be considered in its wider Niger Delta context. Soft, compressible clay, organic deposits, peat, high groundwater levels and swamp conditions are not unique to the Ilaje-Itsekiri axis; similarly difficult foundation conditions occur extensively across the Bayelsa and Rivers coastal and deltaic belts, through which a genuinely coastal Lagos-Calabar corridor must ultimately pass. Diverting substantially inland whenever weak coastal soil is encountered would progressively convert the project from an Atlantic coastal highway into an inland highway. It could also increase travel distances and times between Lagos and the South-South coastal economic belt. The engineering objective should therefore be to optimise the coastal alignment and apply appropriate ground-improvement, piled, elevated or hybrid solutions where justified, rather than treating difficult but regionally characteristic terrain as an automatic reason to abandon the coast.

Importantly, the coastal engineering geology and geotechnical challenges are regionally comparable from Ondo through Delta, Bayelsa and Rivers to the Cross River coastal belt. Although site-specific soil conditions vary and must be verified through boreholes and surveys, the same reasoning used to divert the highway inland in Ondo could repeatedly push it inland through Bayelsa, Rivers and ultimately Cross River State. Such successive diversions would progressively undermine the intended Atlantic and coastal function and could increase travel distances between Lagos and the South-South rather than provide the most direct coastal connection.

“Modern highway and bridge engineering provides alternative methods for transferring structural loads through weak soils, reducing embankment settlement and maintaining road elevations above flood levels. The engineering question should therefore not be whether a highway can be constructed through such terrain, but rather: Which foundation and superstructure system provides the best combination of safety, constructability, environmental protection, whole-life cost and long-term reliability?

“Many communities along this coast face chronic erosion, flooding and shoreline retreat. The highway programme offers a once-in-a-generation opportunity to combine transportation access with a coordinated coastal-resilience programme. The scope should therefore include shoreline-risk mapping, beach and dune management where appropriate, revetments or other protective structures only where coastal-process modelling supports them, drainage and flood-resilience works, and permanent access routes capable of transporting rock, armour units, piling equipment and emergency materials to threatened coastlines. Road access can dramatically improve the logistics of constructing and maintaining shoreline protection.

A true Atlantic corridor can connect coastal industrial zones, jetties, fisheries, marine logistics bases, fabrication facilities, energy infrastructure and future ports to the national road network. It can reduce the cost of moving heavy equipment and manufactured goods between inland markets and coastal loading and offloading points. Properly planned interchanges can create new industrial clusters without forcing heavy traffic through traditional settlements.

“The corridor can support fisheries, aquaculture, cold-chain logistics, marine services, tourism, ports, offshore energy support, ship repair, coastal manufacturing and other blue-economy activities. These benefits should be quantified through a formal socioeconomic and transport-economic study, but excluding coastal communities from direct road access risks leaving precisely the maritime economy that a coastal highway could unlock outside the project’s main development corridor.

“Direct road access can materially improve the speed and reliability of police, civil defence, fire, ambulance, disaster-response and maritime-security operations in isolated coastal settlements. A continuous coastal corridor would also provide evacuation and relief-distribution capacity during flooding and other emergencies. Communications ducts, fibre, power infrastructure and emergency lay-bys could be integrated into the right-of-way, strengthening both civilian resilience and legitimate security operations.

“Road and fibre connectivity can reduce the isolation of coastal schools, health centres and communities; improve access to universities and technical training; make it easier for teachers, doctors and skilled personnel to serve the region; and allow digital services and telecommunications infrastructure to reach communities that are currently expensive to connect. Better mobility can also make participation in lawful civic, administrative and political processes easier by reducing geographic isolation.

“Construction and long-term operation can create opportunities in civil works, marine logistics, surveying, maintenance, hospitality, fisheries logistics, fabrication, security support and other services. This should be accompanied by transparent local-content programmes, skills certification and apprenticeships so that host communities participate not merely as observers but as trained contributors to the infrastructure economy.

IEF strongly supports the development of Edo State, inland Ondo and inland Delta. This need not be an either-or proposition. Strategic spurs can connect Igbokoda and other Ondo centres, Edo economic nodes, Warri, Koko and other inland locations to the coastal trunk road. A hierarchy of a trunk highway and connecting spurs can deliver both coastal transformation and inland accessibility without sacrificing the defining coastal function of the Lagos-Calabar project.

“The Lagos-Calabar Coastal Highway has the potential to become one of the defining infrastructure legacies of this administration. That legacy will be strongest if future generations can see a continuous national Atlantic development corridor that opens previously isolated coastal communities to commerce, security, education, healthcare, communications and industry while protecting vulnerable shorelines. A road that runs substantially inland across a major coastal region may still be a valuable highway, but it would not deliver the same coastal-development benefits to the communities it bypasses.”

Owner of Nigeria has spoke






IMF

😆😅🤣😁😄😃😀😆






Tinubu is wonderful man

Buhari Tinubu and APC are problems




Of




This NATION

Works Minister David Umahi yesterday said the Federal Government has not paused the 750-kilometre Lagos-Calabar Coastal Highway project in favour of the East-West Road.

He told reporters at the State House in Abuja after meeting with President Bola Ahmed Tinubu that the original alignment remained intact, with construction progressing on several sections.

The minister explained that integrating an additional 400 kilometres of the East-West Road into the Federal Government’s infrastructure development programme was a complementary initiative, not a replacement for any section of the coastal highway.

It was claimed we abandoned the alignment of 750 kilometres of Lagos-Calabar Coastal Highway in favour of an alignment of the East-West Road. That is very mischievous information.

“The Lagos-Calabar Coastal Highway is moving and moving even faster than envisaged,” Umahi said.

According to him, Section One, covering 47.7 kilometres in Lagos State, had been fully constructed, while Section Two, spanning 55 kilometres, was expected to be ready by the middle of November.

He added that work was progressing on Sections 3A and 3B, covering 75 kilometres across Cross River and Akwa Ibom states, with construction exceeding 40 per cent completion.

According to him, Sections 4A and 4B, covering approximately 65 kilometres between Ogun and Ondo states, are also under construction, while the alignment from the Lagos end has advanced into Ondo State.

Umahi said construction activities were progressing from the Calabar end of the highway, in line with President Tinubu’s directive that work on the administration’s four legacy road projects should commence simultaneously from both ends.

He said another section of the coastal highway in Akwa Ibom State, measuring 62.5 kilometres, had already achieved more than 20 per cent completion despite construction having commenced less than three months ago.

The minister explained that the decision to incorporate the East-West Road into the broader development plan was informed by the need to improve regional connectivity, protect existing infrastructure against flooding, and enhance the investment potential of the Niger Delta.

What we have done is to also seek for the approval of Mr President to also add the 400 kilometres of East-West Road, starting from Edo State down to Akwa Ibom, and also to Cross River,” he said.

He noted that although portions of the Lagos-Calabar Coastal Highway had already been procured in Cross River and Akwa Ibom states, the existing East-West Road extended beyond those sections, making its integration necessary for comprehensive regional development.

Umahi expressed concern over the vulnerability of portions of the East-West Road to flooding, explaining that some sections were constructed below flood levels.

He recalled that about three weeks ago, sections of the road around Agbarho in the Ughelli axis of Delta State suffered serious damage, requiring the intervention of the state government.

He said similar challenges had been experienced in Edo State, reinforcing the need for a comprehensive intervention along the 400-kilometre corridor.

The minister stressed that the proposed intervention on the East-West Road would not interfere with the original coastal highway alignment, noting that survey and engineering activities were ongoing in states yet to be covered by major construction.

So, nobody has abandoned the 750 kilometre Lagos-Calabar Coastal Highway. In fact, as we are talking now, we have surveyors; we are surveying the axis of Edo State, we are surveying the axis of Delta State, we are surveying the axis of Bayelsa, and then Rivers, and that will be the end of the Lagos-Calabar Coastal Highway,” he said.

Umahi also said President Tinubu approved an expansion of another legacy road project connecting Akwanga, Jos, Bauchi, Gombe, Biu, and Maiduguri.

According to him, the original 700-kilometre project has been expanded with an additional 410 kilometres through Langtang and Wukari, bringing the total planned length to approximately 1,100 kilometres.

He explained that the expansion followed the administration’s strategy of extending major highway corridors to improve connectivity between communities and stimulate economic activities across the country.

The minister maintained that the Lagos-Calabar Coastal Highway remained a central component of the administration’s infrastructure development agenda and that neither the proposed East-West Road intervention nor any other complementary road project could alter its approved alignment.

“So, the 750-kilometre Coastal Highway is intact and cannot be changed, and nobody has the power to change it, because it’s already designed and it’s ongoing,” Umahi stated.

LIFE GOES on

After




TINUBU GOES HOME




Coastal road UMAHI will be arrested

Life goes On

VDM and wahala

GOAT has RETIRED







LION MESSI

Thugs from



EDO




BORNO




RIVERS

LIFE GOES On








Human beings are troublemakers

FIRE MAN comes to mind







Body guard Always on YELLOW SUITS

Pastors that brought BUSINESS to church







NEXT.

Edo North Senator, Adams Oshiomhole has accused Works Minister, David Umahi of bias in how funds for federal road projects are shared, insisting that fixing bad existing roads should come before building new ones.

Oshiomhole spoke during a podcast interview circulating on social media, where he revisited his clash with Umahi over the ministry’s budget and handling of federal roads.

The senator said his criticism of the minister at a National Assembly budget defence was part of his job as a lawmaker to question government spending and ensure money goes to where it is most needed.

He said he asked why government was budgeting for new roads when many federal roads across the country were in bad shape and needed urgent repair.

According to him, the ministry should first make existing roads motorable before starting new projects.

As a manager, you don’t keep building new houses when you can’t maintain the ones you have. It is common sense,” he said.

The former governor said his position was not political, even though he is a member of the ruling All Progressives Congress, APC, and an ally of President Bola Tinubu.

He accused Umahi of hiding behind the President’s name instead of answering the issues raised at the hearing.

Ministers should not drop his name to cover up their own mess,” Oshiomhole said, adding that the President cannot supervise every ministry.

He said it was the duty of the Works Minister to assess road conditions, set priorities and propose budgets accordingly.

Oshiomhole also faulted the Minister’s plan to take more new road projects to the Federal Executive Council, saying available funds should be used to repair existing roads.

He questioned how some contractors got the jobs and said the ministry must take responsibility for contractors it hires.

He noted that government set up FERMA to maintain roads, and called for better coordination between the agency and the ministry.

Oshiomhole urged the Minister to use reports from federal controllers of works across the zones to know which roads are bad and need attention, even if he cannot visit every road himself.

RONALDO tergets



Persuring 1000 goals record


Odest player to RETIRED

First player to play with SON in national
team

Going two more WORLD CUP


Oldest player to win world footballer






Thanks GOD,real GOAT has RETIRED.

Vanguard chairman








1900 fuel issues still on ground OGA.

Mouth

REAL GOAT



DoN





RETIRED as for me.

Life goes on

I trust in GOD






Only




Human beings no go area.

Allia is Trying







Unlike FORMER

Na their hobby for industry







Rubbish people

Story plenty

creativejagaban:
15 Reasons Why I Will Be Voting For President Tinubu

27 states could not pay salaries on May 29, 2023, when Asiwaju Tinubu became president. Today, all states are paying salaries.

On May 29, 2023, Nigeria was the single largest importer of refined petroleum products in Africa; today, we are the single biggest exporter of those same products in West Africa.

Nigeria had the third largest manufacturing base in Africa on May 29, 2023, after Egypt and South Africa. Today, we have overtaken South Africa for the number two spot.

Nigeria has gone from a GDP of ₦269.29 trillion on May 29, 2023, when Asiwaju became president, to ₦372.8 trillion during the last rebase in 2025—an addition of $67 billion in just 2 years.

Nigeria had less than 1000 students on federal government university sponsorship on May 29, 2023, when Asiwaju Tinubu ascended to the throne. Today, a million Nigerian undergraduates are in school through the President's Student Loan initiative via NELFUND.

Before May 29, 2023, there were over thirty nationwide university strikes under the banner of the Academic Staff Union of Universities in Nigeria. But today, we are experiencing the first administration in Nigeria's history that has NEVER had an ASUU strike!

On May 29, 2023, Nigeria's military was one of the most poorly paid on Earth. But under His Excellency, Bola Ahmed Tinubu, GCFR, President and Commander-in-Chief of the Armed Forces of the Federal Republic of Nigeria, our nation has made its highest-ever investment in armaments. In 2024 alone, the Tinubu administration procured ₦520 billion worth of weaponry for our military, including 12 AH-1Z Viper attack helicopters, 5,000 Advanced Precision Kill Weapon Systems, APCs, and other modern armaments and protective gear. This government has invested over $1 billion in munitions to empower our security forces and keep Nigerians safe.

Additionally, the president has approved an 80% salary and wage increase for the officers and men of our security forces. This is the second time the Nigerian Armed Forces are getting a pay rise in the life of this administration.
Before May 29, 2023, when Tinubu became president, the total number of tourists visiting Nigeria was 528,000. Today, Nigeria receives 1.2 million tourists just for Detty December alone!

Our foreign reserves were less than $9 billion on May 29, 2023. Today, they are $52 billion and counting.

It took over 12 hours to travel from Calabar to Lagos on May 29, 2023. By the time the Lagos-Calabar Coastal Highway is complete, it will take less than 6 hours. Saving Nigerians time and money.

It currently takes 17 hours to travel from Sokoto to Lagos. The Sokoto-Illela-Badagry Superhighway will cut that time by 65%, saving Nigerians time and money.

Nigeria suffered from two recessions in the eight years immediately before President Tinubu became president on May 29, 2023. Today, we have had 14 uninterrupted cycles of GDP growth and trade surpluses.

Before Asiwaju became president on May 29, 2023, our population was growing faster than our economy. Today, our economy is growing faster than our population, with 4.01% GDP growth in 2025 and a projected 4% growth this year.

Nigeria's Stock Exchange had a total value of ₦27.915 trillion on December 30, 2022, before Tinubu became president. Today, the total value of the NGX is ₦166.3 trillion, and according to Bloomberg, the Nigerian Stock Exchange is the most profitable on Earth, bar none. The NGX returned a 68% profit, overtaking South Korea's KOSPI index.

On May 29, 2023, before Asiwaju became president, the Nigerian passport was ranked 98th globally. Today, Nigeria's passport rose to 89th out of 199 countries on the Henley Passport Index. This means the Nigerian passport is STRONGER than more than half of all passports on Earth.

Tinubu till 2031.

one of THEM

Kalu




Vanguard newpaper chairman is from








ABIA STATE