Nigeria Bans Overloaded Petrol Trucks to Curb Deadly Accidents
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The Nigerian government has announced a sweeping ban on trucks carrying over 60,000 litres of hydrocarbon products from loading at depots and travelling on federal roads, effective from March 1, 2025. The new regulation also stipulates that from the fourth quarter of 2025, no truck transporting more than 45,000 litres of petroleum products will be allowed to load at depots across the country.
The move, unveiled by Ogbugo Ukoha, Executive Director of Distribution System, Storage, and Retailing Infrastructure at the Nigerian Midstream and Downstream Petroleum Regulatory Authority (NMDPRA), follows growing safety concerns over recurring accidents and explosions linked to overloaded petroleum tankers.
Rising Death Toll Spurs Regulatory Crackdown
The decision comes after a series of deadly petrol tanker accidents that have claimed 493 lives in the past three years. Addressing journalists in Abuja, Ukoha revealed that the ban was agreed upon during a meeting with key stakeholders, including the Nigerian Association of Road Transport Owners (NARTO), Independent Petroleum Marketers Association of Nigeria (IPMAN), Major Oil Marketers Association of Nigeria (MOMAN), and the Standard Organisation of Nigeria.
“Beginning from March 1, 2025, trucks with a capacity in excess of 60,000 litres will not be allowed to load in any loading depot of petroleum products. Also, by the fourth quarter, we will preclude the loading of petroleum products in any truck exceeding 45,000 litres. That is the breaking news for today,” Ukoha declared.
The phased implementation is designed to allow investors and truck owners time to adjust to the new directive, including redesigning trucks and redirecting funding to comply with the regulations.
Industry Pushback and Economic Implications
Despite the government’s safety rationale, the announcement has sparked fierce opposition from industry stakeholders. NARTO President, Yusuf Othman, warned that the ban could result in significant economic losses, including the potential abandonment of over 2,000 trucks and the depreciation of investments exceeding N300 billion.
Othman argued that each affected truck represents an investment of more than N150 million, stressing that the policy could destabilise the industry and lead to supply chain disruptions.
Balancing Safety with Economic Realities
Ukoha acknowledged the economic concerns but insisted that safety considerations must take precedence. “Historically, we have seen an increase in tanking capacity, with trucks moving from about 27,000 to 33,000 to 45,000 litres. In 2020, stakeholders agreed to cap this at 45,000 litres, but recent fatalities suggest that trucks exceeding 60,000 litres have contributed to the rise in accidents,” he explained.
He emphasised that the phased approach is intended to strike a balance between enforcing safety standards and minimising economic disruption. “Yes, it will have an impact on investment, but we are having conversations to give all stakeholders comfort, which is why we have staggered the implementation. It has to be a win-win for everybody,” Ukoha added.
Road Safety vs. Investment Concerns
The ban reflects Nigeria’s growing urgency to tackle the safety risks posed by overloaded petrol tankers. Yet, the decision also underscores the complex balancing act between enhancing public safety and maintaining economic stability in the petroleum distribution sector.
As the March 2025 deadline approaches, industry watchers will be keen to see how the government navigates the competing interests of safety and economic investment, particularly as stakeholders push back against the far-reaching regulatory changes.
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