Nigeria’s Fuel Tanker Ban Falters as Enforcement Deadline Slips
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Despite a government order to limit tanker capacity, 60,000-litre trucks continue to operate, raising concerns over safety and regulatory compliance.
The Nigerian government’s much-publicised ban on fuel tankers carrying more than 60,000 litres of petroleum products appears to have stalled, as enforcement has quietly been pushed back to October—despite official claims to the contrary.
Industry sources have revealed that, despite the Nigerian Midstream and Downstream Petroleum Regulatory Authority (NMDPRA) announcing a deadline of 1 March 2025, the policy has yet to be implemented. Pressure from major oil marketers and stakeholders, particularly those with a strong presence in northern Nigeria, is said to have influenced the decision to delay enforcement.
A senior NMDPRA official insisted that the policy was in effect, stating that all marketers and dealers were complying with the new regulations. However, multiple sources within the industry, including tanker operators and depot marketers, have contradicted this claim, confirming that tankers exceeding the permitted 45,000-litre capacity are still being loaded with fuel.
Regulations Ignored as Tankers Keep Rolling
On 20 February, the NMDPRA announced that only tankers with a maximum capacity of 45,000 litres would be allowed to operate, following a spate of deadly accidents involving fuel tankers. Overloaded trucks were blamed for a series of explosions and crashes that claimed nearly 500 lives over the past three years.
The decision was widely welcomed at the time. Dr Samba Seye, Managing Director of Total Energies Marketing Nigeria Plc, hailed it as “the best decision taken by the authority in 2025” at the Nigerian International Energy Summit. Yet, weeks later, the reality on the ground tells a different story.
A fuel marketer at a private depot in Lagos, Olatide Jeremiah, confirmed that 60,000-litre tankers were still being loaded. He attributed the delay to lobbying by major players such as AA Rano and AYM Shafa, who argued that the transition period was too short. “These marketers went back to the NMDPRA after the ban announcement and told them they needed more time. The authority agreed, and the implementation was shifted to October,” he said.
Other sources within the industry echoed similar sentiments, with a marketer at A.A Rano’s Ijegun Waterside depot revealing that only tankers exceeding 60,000 litres—such as those carrying 66,000 or 70,000 litres—were being turned away. “We are loading steadily,” he admitted.
Safety vs. Economic Realities
The delay raises significant concerns over road safety and regulatory enforcement. Nigeria has long struggled with tanker-related accidents, which have been exacerbated by overloaded vehicles navigating poorly maintained roads. Yet, while the safety risks are well documented, the economic realities of abruptly enforcing the ban are equally pressing.
With over 2,000 trucks exceeding the new legal limit, many drivers could be put out of work if enforcement proceeds as planned. Yusuf Othman, president of the National Association of Road Transport Owners (NARTO), warned of mass job losses and disruptions to fuel distribution. “If this ban is enforced, over 2,000 drivers will lose their jobs. We are still in talks with the Federal Government to find a workable solution,” he said.
A depot marketer, speaking on condition of anonymity, explained that many of these tankers were financed through bank loans, with owners making repayments on a weekly or monthly basis. “If these trucks are banned overnight, many businesses will be in serious financial trouble,” he said.
Regulatory Uncertainty
The NMDPRA’s silence on the postponement has only added to the confusion. Officially, the ban is in effect, yet industry insiders confirm that enforcement has not taken place. Many fear that this delay could signal a broader reluctance to follow through with the policy altogether.
For now, Nigeria’s roads remain filled with the very tankers the government vowed to phase out. Whether the authorities will stand by their revised October deadline—or once again yield to industry pressure—remains to be seen.
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