The Federal Road Safety Corps has announced stricter enforcement for petroleum tankers. Corps Marshal Malam Shehu Mohammed declared that any vehicle failing to meet Safe-to-Load requirements will be barred from loading products under any circumstance.
Mohammed made the announcement on Thursday in Abuja at the inauguration of a 2026 technical training program for officers deployed to depots and terminals. He stated that all tanker-related crashes will now be subject to comprehensive investigations, with accountability extended across the entire value chain, from inspecting officers to depot managers, drivers, and vehicle owners.
The FRSC boss warned that tampering with speed limiting devices and other safety systems would attract strict enforcement actions, including prosecution. He was represented by Zonal Commanding Officer Mrs. Comfort Asom, who delivered his message that the era of impunity on highways is over.
Mohammed cited significant improvements in safety standards since the Safe-to-Load Programme began in 2015. He reported that compliance with valid Class G Driver Licences rose to 99.4 per cent in 2025 from 58.2 per cent at the program's start. Installation of required leak-proof systems and manhole covers reached 98.3 per cent compliance nationwide.
Despite these gains, 268 tanker-related crashes were still recorded in 2025. However, fatality and severity indices dropped by 61.29 per cent and 15.53 per cent respectively compared to 2024. The Corps Marshal expressed concern over recurring tanker explosions at locations like Majia, Dikko Junction, and Indorama.
Corps Marshal Shehu Mohammed's declaration that the "era of impunity is over" for tanker operators is a direct response to the 268 crashes still recorded last year, despite a decade of the Safe-to-Load programme. This points to a critical gap where improved compliance metrics have not fully translated to safer roads, suggesting enforcement has been more about paperwork than tangible on-ground safety.
The FRSC's new threat of comprehensive investigations that target the entire value chain, including depot managers and vehicle owners, is the most significant shift. It moves beyond simply punishing drivers to holding the powerful business interests who own these fleets accountable for cutting corners on maintenance and safety.
For ordinary Nigerians, this means a potential reduction in the terrifying tanker explosions that have incinerated communities like Majia. The success of this policy will directly impact the safety of everyone who shares the road with these vehicles or lives near major transit corridors.
This tougher stance fits a wider pattern of regulatory bodies attempting to flex muscle, but its success hinges on consistent application against influential operators who have historically evaded consequences. The real test will be the first high-profile prosecution of a major depot or fleet owner.
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