The crisis unfolding on Nigeria’s roads has reached deeply troubling levels. With over 1,500 lives lost and more than 9,000 injuries recorded in the first quarter of 2025 alone, the situation calls for urgent and coordinated intervention across all tiers of government.
Figures released by the Federal Road Safety Corps (FRSC) reveal that 2,650 road traffic crashes occurred between January and March this year. Even more concerning is the 8.3 per cent rise in fatalities compared to the same period in 2024, totalling 1,593 deaths.
These are not mere statistics. Behind each number lies a human story, parents, children, workers, students, all of whom had hopes and aspirations tragically cut short. Their loss represents a broader failure of road governance, infrastructure planning, and enforcement systems.
Tragic incidents have been reported across the country: ten lives lost in Katari along the Abuja-Kaduna Expressway in January, and 23 people killed in a devastating crash in Kano that also injured 48 others. These are not isolated events but recurring symptoms of a systemic problem that requires decisive leadership and responsible governance.
The condition of many Nigerian roads has deteriorated beyond what can reasonably be considered acceptable in the modern age. In too many cases, what should be highways resemble crumbling tracks, the Abuja-Keffi corridor, the Sagamu-Benin road, and the Onitsha-Enugu stretch all serve as daily reminders of neglected infrastructure and underfunded maintenance.
In a nation of over 200 million people, it is unacceptable that major routes remain in such disrepair. Ministries and agencies responsible for road works and transportation at both federal and state levels must now prioritise safety and functionality over bureaucracy and rhetoric.
However, infrastructure is only part of the problem. Road user behaviour has also become increasingly dangerous. Excessive speeding in poor weather, overtaking on blind corners, and routine overloading of vehicles have turned our roads into zones of constant peril. Far too often, enforcement efforts are ineffective or inconsistent.
The FRSC and state Vehicle Inspection Offices must take a firmer and more professional approach. Their role is not to serve as unofficial toll collectors, but to ensure that safety regulations are upheld. It is troubling that commercial drivers are frequently penalised for minor infractions, while vehicles with serious mechanical faults continue to operate with little to no oversight.
The integrity of the driver licensing system also warrants urgent reform. A licence should be a symbol of competency, not something that can be purchased without testing or training. Likewise, vehicle roadworthiness certifications must be based on proper inspection, not informal arrangements.
This status quo, in which revenue collection often takes precedence over public welfare, undermines the core responsibility of the state. Every life lost to poor road conditions, unqualified drivers, or unsafe vehicles is a preventable tragedy, and a reminder of the cost of institutional failure.
It is essential to recall that Section 14(2)(b) of the 1999 Constitution (as amended) affirms that the security and welfare of the people are the primary purpose of government. This principle must guide our national approach to road safety. Public officials, whether ministers, commissioners, corps marshals, or licensing officers, must be held to this standard.
What is needed now is not blame, but bold action. An independent audit of all federal and state road networks should be launched, with accident-prone areas publicly identified. The Ministry of Works must transparently publish its road maintenance budget and list all contractors currently engaged on active projects.
The FRSC should undergo a comprehensive reform process to focus more squarely on safety, not revenue. Enforcing speed limits, monitoring axle loads, ensuring genuine vehicle inspections, and overseeing proper driver training must all be treated as top priorities.
There is also a clear case for establishing a National Road Accident Investigation Board, equipped with the authority to determine the causes of major crashes and recommend legal consequences where appropriate. Public and private entities whose negligence results in avoidable deaths must be held accountable under the law.
We must move beyond condolence messages and empty press briefings. Road safety cannot be an afterthought. It must become a central component of national policy.
State governments also have a critical role to play. While much attention is focused on federal routes, many state roads remain perilously unsafe. The loss of lives in Pankshin, Otukpo, Oko-Olowo, and along the Lagos-Ibadan corridor speaks to a broader failure across different levels of authority. These were not “federal” victims, they were Nigerians, and every life mattered.
To address this crisis, a comprehensive national road safety campaign is needed. The Ministries of Works, Transport, and Internal Security must collaborate to eliminate the use of expired tyres, fake driver licences, and overloaded vehicles. Roadworthiness checks must be credible, not cursory. Enforcement must be even-handed and transparent.
Civil society has a vital role to play. Advocacy, litigation, public awareness campaigns, and constructive engagement with policy-makers can help to push road safety higher up the national agenda. Nigerians must not remain silent in the face of so much preventable loss.
This is no longer simply a public policy issue. It is a matter of national urgency. The time for half-measures has passed. A safer, more accountable road system is not just possible, it is essential.
