A Proposed Reform Never Implemented

The Moroccan government initially planned a significant change in the support system for transporters, proposing a subsidy indexed to actual fuel consumption, at a rate of 3 dirhams per liter of diesel. This approach aimed to mark a departure from previous practices by creating a fairer and more targeted system. However, this announced reform was ultimately not implemented, resulting in the continuation of the existing system.

A Return to the Tonnage-Based System

In practice, subsidies continue to be allocated based on traditional criteria, primarily related to the type of vehicle and its tonnage, rather than the actual activity of the transporters. This choice reflects a desire for continuity, or even caution, yet it restricts the system’s ability to accurately represent the economic realities of the sector.

A Lack of Transparency Raises Concerns

The lack of transparency regarding the amounts and criteria for allocation raises questions. Neither the detailed grid of subsidies nor the changes between different brackets have been clearly published, despite the announcement of a recent 25% increase. This absence of visibility fuels criticism regarding the management of this public aid.

Persistent Windfall Effects

The current system has significant limitations. In the absence of a direct link to actual activity, some transporters can receive aid without necessarily being actively operational. Subsidies that can amount to several thousand dirhams per vehicle are distributed regardless of mileage or fuel consumed, leading to windfall effects and a form of revenue for some.

A Budgetary and Structural Challenge

The abandonment of the consumption-indexed mechanism could be attributed to its potential high cost for public finances. For instance, a truck traveling long distances could receive aid significantly higher than what is currently provided. Furthermore, the stark disparities between different types of transport complicate the establishment of a uniform system.

The Weight of the Informal Sector: A Major Obstacle

Another challenge lies in the significant presence of the informal sector, which is said to represent between 40% and 60% of freight transport. This reality complicates any indexation based on reliable tax data, as a large portion of operators evade the declaration processes.

Balancing Social Imperatives and Political Considerations

In light of rising fuel prices, the government favors a broad system to curb inflation and preserve purchasing power. This choice reflects a trade-off between economic efficiency and social stability, albeit at the cost of less precise targeting of aids.

A Reform Still in Limbo

Lastly, several questions remain unresolved, particularly regarding the indexation of transport rates to fuel prices—a project discussed for several years but never materialized. In the absence of an official evaluation of the current system, the policy for supporting transporters continues to operate in a grey area, caught between economic necessity and political constraints.