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Tinubu’s Northern Roads: Facts Over Propaganda
By Abubakar Musa Idris
Recently, the leadership of the Tinubu Movement for Sustainable Governance Foundation, popularly associated with the campaign slogan Tinubu Must Stay (TMS), advocated an important principle: communication about government policies, programmes and projects should be evidence-based, factual and responsible, enabling citizens to understand what government is doing and how such interventions affect their lives.
From Ibrahim Masari, Presidential Political Adviser to President Bola Ahmed Tinubu, to Kashifu Inuwa, TMS Chairman and Convener, as well as directors of the movement, the emphasis has been on developing convincing and persuasive narratives around government accomplishments without sacrificing facts and credibility.
This advocacy made me reflect particularly on Northern Nigeria, where I believe many citizens may not fully appreciate the scale of road infrastructure projects being undertaken under President Bola Ahmed Tinubu’s administration.
Across the North-West, North-East and North-Central, major highways, expressways, regional roads, bridges and junction improvements are either being developed, rehabilitated or expanded. Their importance goes beyond construction. Roads connect farmers to markets, businesses to customers, patients to hospitals and communities to economic opportunities.
One of the most significant is the Sokoto–Badagry Superhighway. Work on its northern section began with the flag-off of Section I, Phase 1A, covering 120 kilometres, in Illela, Sokoto State, in October 2024. The corridor has the potential to strengthen the North-West’s connection with the wider national transport network and improve the movement of agricultural produce, commercial goods and passengers.
Another strategic northern corridor is the Akwanga–Jos–Bauchi–Gombe–Biu–Maiduguri highway, traversing Nasarawa, Plateau, Bauchi, Gombe and Borno states. Its proposed dualisation is intended to strengthen connectivity across the North-Central and North-East. The proposed Jos–Ibi Road is also part of the wider corridor development, with design and procurement activities reported in 2026.
The Abuja–Kaduna–Zaria–Kano Expressway remains one of Northern Nigeria’s most important transport arteries. A 118-kilometre first lot was inaugurated on 21 October 2026, while a 30.58-kilometre section was commissioned. The 81-kilometre Abuja–Jere section was also completed, while work on the 164-kilometre second section had reached approximately 148 kilometres.
In the North-West, there is also the 122-kilometre Mando–Birnin Gwari Road in Kaduna State, whose contract was signed in May 2026, with reinforced concrete specified.
In Niger State, a 409-kilometre dual-carriageway project valued at approximately ₦1.8 trillion was re-awarded under the Tax Credit Scheme, while the 52-kilometre Dabban–Makina Road, valued at approximately ₦71 billion, represents another major investment.
The North-East equally features prominently in the infrastructure programme. The Kano–Maiduguri corridor, traversing Kano, Jigawa, Bauchi, Yobe and Borno states, remains critical to commerce and interstate movement. A 70-kilometre section was completed in 2026, with works continuing elsewhere along the corridor.
The Kano–Kwanar Danja–Hadejia Road, serving Kano and Jigawa states, is also expected to be completed in 2026.
In Adamawa, the Jimeta–Mayo Belwa Road, valued at approximately ₦83 billion, is intended to improve connectivity within the state. The Tungo–Karamti Road, valued at approximately ₦62.99 billion, incorporates five bridges and serves communities across Adamawa and Taraba states.
Other Adamawa projects include the second phase of the Yola–Hong–Mubi Road rehabilitation, valued at approximately ₦58 billion, and the second phase of the Yola–Fufore–Gurin Road, covering 20 kilometres and valued at approximately ₦15.246 billion.
In Yobe State, a new flyover valued at approximately ₦26 billion is planned along the Trans-Sahara Road axis, while the Gashua Road project has received an augmentation of approximately ₦15 billion for a 32.2-kilometre section.
The Tinubu administration’s infrastructure footprint also extends across the North-Central.
A 43-kilometre section of the Keffi–Mararaba Road, serving Nasarawa State and Abuja, was completed in 2026. A 15-kilometre section of the Lafia Bypass, associated with the Makurdi–Numan Road corridor, was also completed.
In Plateau State, the second phase of the Baban–Lamba–Sharan Road project is valued at approximately ₦92 billion.
In Kwara State, the Ilorin–Ogbomoso Road dualisation project, valued at approximately ₦276 billion, and the Iseyin–Eruwa–Agbesi Road reconstruction project, valued at approximately ₦265 billion, serve the wider Kwara–Oyo connection.
The Ilorin–Omorin–Ebe–Kabba–Obajana Road rehabilitation project, covering Sections 1 and 2, is valued at approximately ₦104 billion and connects Kwara and Kogi states. The Oko Olowo Junction Flyover, valued at approximately ₦21 billion, is similarly intended to improve traffic movement around an important junction in Ilorin.
The scale of these interventions makes TMS’s call for evidence-based communication particularly relevant in Northern Nigeria.
The objective should not simply be to tell Northerners that President Tinubu is building roads. Effective communication should show them where the roads are located, their lengths, contract values, implementation status and, above all, how the projects affect their communities and livelihoods.
A farmer in Jigawa is more interested in whether a better road reduces the cost of moving produce to market. A trader travelling between Kano and Maiduguri wants to know whether journey times and vehicle maintenance costs will improve. Communities in Adamawa and Taraba want dependable bridges and roads that connect them throughout the year.
That is where statistics acquire human meaning. Responsible communication must equally distinguish between a road that has been approved, awarded, commenced, ongoing, completed or commissioned. These terms should never be used interchangeably merely to create favourable headlines.
The amounts involved also make transparency essential. When projects worth ₦1.8 trillion, ₦276 billion, ₦265 billion, ₦104 billion, ₦92 billion, ₦83 billion, ₦71 billion or ₦62.99 billion are discussed publicly, citizens deserve accurate information about what has been approved, what has been spent and what has actually been delivered.
This, to me, should be at the heart of TMS’s communication advocacy in Northern Nigeria.
The Tinubu administration’s infrastructure record in the region should be presented without exaggeration and without propaganda. Where measurable progress exists, the facts should speak. Where projects remain under construction, citizens should be told so. Where there are delays or challenges, communicators should acknowledge them.
Ultimately, the success of these road investments will not be determined by announcements or contract values alone. It will be measured by whether farmers can reach markets more easily, businesses can move goods more efficiently, travellers experience better journeys and communities gain improved access to schools, hospitals and economic opportunities.
Contracts must therefore translate into completed infrastructure. Execution must be followed by proper supervision, timely delivery and maintenance.
I strongly believe that TMS and other support groups have an opportunity to deepen public understanding of President Bola Ahmed Tinubu’s infrastructure interventions across Northern Nigeria through responsible and ethical communication.
The message should be simple: show the project, state the facts, explain the impact and allow Nigerians to verify the evidence.
After all, the strongest narrative for any administration is not the loudest slogan.It is an achievement citizens can see, use and verify for themselves.
Abubakar Musa Idris writes from Kofar Dukawuya Kano
Email: [email protected]
