The announcement by the Minister of Works, David Umahi, that the Federal Government has a preference for concrete roads does not seem to sit well with contractors who seem to prefer asphalt roads. What do you make of that announcement?

The announcement seems good and welcoming as it has a more designed lifespan than asphalt roads.

In terms of cost and durability, which is better between asphalt and concrete?

I would say concrete roads. Asphalt pavement and concrete pavement have distinct advantages and trade-offs when it comes to road construction. Asphalt pavement road offers superior driving comfort due to its flexible nature. It provides a smoother ride, reducing vibrations and noise for vehicles and passengers. This flexibility also enables asphalt to handle temperature-induced expansion and contraction better than concrete, resulting in fewer cracks and a more comfortable driving experience. Additionally, asphalt roads tend to be quicker and more cost-effective to repair, which contributes to lower maintenance costs over the short term.

Meanwhile, concrete pavement road offers a longer service life compared to asphalt. Concrete is exceptionally durable and can withstand heavy traffic loads and harsh weather conditions for an extended period. This longevity can translate into cost savings over the road’s lifecycle, as fewer repairs and maintenance activities are needed. Concrete roads also have environmental benefits, as they often have a lower carbon footprint during construction and are more reflective, reducing the need for artificial lighting and lowering energy consumption. Additionally, their lower rolling resistance can lead to reduced fuel consumption and long-term driving operating cost savings.

In summary, asphalt pavement road excels in driving comfort and immediate maintenance cost savings, while concrete pavement road stands out with its long service life, positive ecological impact, and lower long-term operating costs. The choice between the two types of pavement depends on factors such as budget constraints, environmental considerations, expected road lifespan, and local climate conditions.

The minister also hinted that some contracts that have been awarded, using asphalt, might have to be redesigned to use concrete. What are the implications of that switch?

Certainly, we need to revisit the calculations for the volume of earthworks, the amount of reinforcement required, and the volume of concrete needed, while considering their associated cost implications.

Road contractors have argued that the cost of changing from asphalt to concrete technology as well as the cost of importing heavy-duty road equipment for the new technology may be too high for the government to shoulder at the moment. What’s your take on this?

They can request the equipment from the Federal Government in case they can’t incur the cost of purchase from the Bill of Engineering Measurement and Evaluation produced for the project.

The minister recently lamented the current financing model for federal roads, saying the piecemeal release of funds remained a problem. Are there options the Federal Government could adopt?

In this financial arrangement, the process of fund release is structured in two key phases following an initial 30 per cent mobilisation. Firstly, 20 per cent of the remaining funds are set aside and held for a specific purpose or under certain conditions. This reserve can act as a safeguard, ensuring that project objectives are met and potentially serving as a contingency against unforeseen challenges or cost overruns.

The second phase involves the release of the remaining 30 per cent of funds, which is contingent upon the project’s successful handover to the Federal Government. This condition emphasises project completion and delivery, aligning the interests of all stakeholders in achieving the project’s goals. Such a tiered funding approach is a common practice in project finance, promoting accountability and incentivising the timely and satisfactory execution of the project while safeguarding against potential risks, thereby contributing to its overall success.

Indeed, the possibility of success greatly hinges on the execution of correct procedures and strategies. One crucial approach is to establish a dedicated team responsible for meticulously reviewing project drawings to ensure accuracy and adherence to specifications. This scrutiny helps in identifying any potential issues or discrepancies early in the planning stage, facilitating smoother project execution.

Additionally, it’s prudent to assemble another team comprising highway experts who possess the necessary expertise to closely monitor the progress of road projects. These experts can provide valuable insights and guidance throughout the construction process, ensuring that standards are met and that the project stays on track. By having experienced professionals oversee the work, the likelihood of successful and durable road infrastructure significantly increases.

Furthermore, it’s imperative to place a heightened focus on critical elements such as side drains, lay-bys, and adequate pavement width, among others. These factors are pivotal in enhancing the longevity of the pavement and overall road infrastructure. Ensuring that these elements are incorporated into the project design and construction process will contribute to the durability and efficiency of the road network.

Some people have even argued that the Federal Government should not be managing roads and that states should take over those roads. What do you make of that?

That is not true; there are roads apportioned to states. States cannot manage all roads across the country. There should be a division of labour in managing road projects. All tiers of government (Federal, state, and local governments) should be involved. Public partnership should also be encouraged. I will only advise on separate supervision committees/consultants that will monitor and evaluate the quality of work done to ensure value for money expended.

The Minister of Works said contractors using asphalt in road construction must sign a 30-year durability agreement for the roads. How feasible is this?

This is not feasible because the lifespan of flexible pavement ranges between 10-15 years. It’s only concrete roads that can achieve this target set before the contractors.

 Do you think there should have been stakeholders’ engagement, including contractors and engineers, before this new policy to ensure a successful transition to concrete technology?

Though the awareness and advocacy may seem good for the contractors and all stakeholders to embrace the change the minister is emphasising, checks and balances must be put into place through the supervision of these road projects.

Maintenance of roads is another issue of interest in terms of usage. In some instances, sand takes over a part of expressways and in some instances, tankers or vehicles that caught fire seem to burn sections of the asphalt. What is the best practice to ensure the maintenance and durability of roads?

We should allow diesel, petrol, and other crude oil products to be channeled through other means of transportation such as railways and pipelines. Oil spillage tends to reduce the binding property of bitumen in asphalt concrete.

Do you think there should be incentives for contractors to adopt concrete technology, such as waivers on equipment importation, tax breaks, or financial support for equipment acquisition?

Tax should not be waived for contractors, because they will take advantage of their licence and end up not being accountable enough.

Kidnapping, extortion, killings, etc. happen on Nigerian roads. Do you think there are basic safety measures like cameras that should be on our roads by now for the safety of the users?

Hidden cameras can be positioned on the highways coupled with patrol teams assigned to ensure the security of lives.

To date, there are concerns that there is not enough indigenous participation in large-scale road construction projects, and some government officials have tied it to a lack of capacity by the indigenous companies. What are your thoughts on this?

This is not true because we so much depend on expatriates for overseeing our infrastructural projects. It’s high time we started believing in ourselves. Look at what Planet Projects was able to achieve on the Oshodi-Apapa road.

Some people have tied the endless building collapse to the rising cost of building materials. While that should not be enough reason to compromise safety, could it be a factor?

The rising cost of building materials has nothing to do with compromise of worker’s safety on site. This should be catered to in the bill of quantities.