By Habeeb Ibrahim
A geospatial and construction professional, Olasunkanmi, has criticised a proposed road network connecting Ikorodu and other parts of Lagos East by Gbadebo Rhodes-Vivour, popularly known as GRV, describing its accompanying masterplan as geographically inaccurate, financially unrealistic and lacking adequate research.
Rhodes-Vivour, the African Democratic Congress (ADC) governorship candidate in Lagos State for the 2027 election, had argued that interconnected belt roads and multiple bridges would provide a better alternative to the proposed Fourth Mainland Bridge.
Olasunkanmi, who uses the X handle @unique_sunkanmi, made the criticism in a series of posts responding to a proposed Lagos East transportation plan shared by GRV, in which interconnected belt roads and multiple bridges were presented as an alternative to the Fourth Mainland Bridge.
GRV had argued that connecting Ikorodu and other parts of Lagos East through interlinked belt roads would be more beneficial than constructing another major bridge, citing lower costs, improved connectivity and opportunities for development across the eastern corridor.
However, Olasunkanmi questioned the geographical assumptions behind the proposal, claiming that some of the locations and water bodies represented in the accompanying AI-generated illustrations did not accurately reflect the physical layout of Lagos.
Explaining his concerns, the geospatial professional said the open water of the Lagos Lagoon ends about 18 kilometres before Epe, after which the waterway narrows into a channel approximately one kilometre wide.
He also argued that Ibeju-Lekki was not directly situated on the Lagos Lagoon, adding that a straight line between Ijede and Ibeju-Lekki would cover about 34 kilometres, with approximately 24 kilometres of the distance consisting of dry land.
According to him, the proposed four bridges would require a combined water crossing of about 17.2 kilometres, while additional roads would be needed to connect the proposed bridges to existing road networks.
He estimated that about 58.6 kilometres of new access roads would be required on the Lekki side, with some proposed bridge landing points located between 3.8 and 13.7 kilometres from the Lekki-Epe Expressway.
Olasunkanmi further raised concerns about the engineering challenges involved, including the shallow depth of parts of the lagoon, soft clay and peat soil conditions, as well as the need for dredging to allow construction equipment and barges access to some locations.
He also questioned whether the proposed bridges would significantly ease traffic congestion, arguing that they could eventually channel vehicles back to the already congested Lekki-Epe Expressway.
Comparing the proposal with the Fourth Mainland Bridge, he explained that the 37-kilometre figure commonly associated with the project represents the entire corridor rather than the actual water crossing.
He put the lagoon crossing between Langbasa and Baiyeku at approximately 4.5 kilometres, noting that the Lagos State Government had previously published the same figure.
The geospatial professional also referenced the estimated $2.5 billion cost of the Fourth Mainland Bridge, arguing that the proposed alternative would require substantial funding, particularly when the cost of approach roads and other infrastructure was considered.
Using the reported construction cost of the Second Niger Bridge as a comparison, he estimated that 17 kilometres of bridges could cost approximately ₦2.2 trillion before the construction of access roads.
He subsequently questioned the financial assumptions behind the proposed alternative, particularly the suggestion that multiple bridges could be delivered at a fraction of the cost of the Fourth Mainland Bridge.
Olasunkanmi also identified existing infrastructure projects and routes which he believes could improve connectivity across Lagos East without abandoning ongoing government plans.
He pointed to the Omu Creek Road and Bridge project, which he said covers approximately 4.1 kilometres from Sangotedo to the lagoon at Ito-Omu, with a bridge section of about 600 metres.
He also highlighted an existing unpaved road stretching approximately 30.6 kilometres from the Itomu jetty through Eleranigbe before reconnecting with the Lekki-Epe Expressway.
According to him, rehabilitating and paving the existing road could provide an additional east-west transportation route for communities in Ibeju-Lekki and Epe.
He further referenced the ongoing federal Lekki Deep Seaport-Epe road project and the Fourth Mainland Bridge, arguing that improving connections between existing and proposed infrastructure would provide a more practical approach to developing the corridor.
On water transportation, Olasunkanmi said the Lagos Lagoon already supports several ferry connections linking communities such as Ikorodu, Baiyeku, Ijede and Ibeshe with other parts of the state.
He referenced the Omi Eko project, which is expected to improve water transportation infrastructure, including the upgrading of ferry terminals such as Badore.
He argued that road and water transportation should complement each other rather than treating the lagoon solely as an obstacle requiring multiple bridges.
Beyond the engineering and financial concerns, Olasunkanmi raised questions about land acquisition, environmental impact assessments and community engagement.
He noted that proposed bridge landing points would affect ancestral lands and require negotiations with families, traditional rulers, community leaders and other stakeholders, alongside compensation and possible resettlement arrangements.
He also questioned GRV’s understanding of local communities and the importance of Yoruba language in engaging residents affected by major infrastructure projects.
Expressing his disappointment, Olasunkanmi said the use of artificial intelligence to produce convincing infrastructure illustrations should not be mistaken for adequate technical research or evidence that a project is feasible.
“Being an architect does not automatically mean you understand governance either,” he said, arguing that infrastructure development requires knowledge of public institutions, budgets, land administration, community relations and continuity of government projects.
He urged those seeking to govern Lagos to understand the state’s geographical, financial and infrastructural realities before presenting major development proposals.
The criticism has introduced a technical dimension to the debate over how best to improve transportation and connectivity across Lagos East, particularly the choice between constructing the Fourth Mainland Bridge and developing alternative road and water transportation networks.
