© 2023 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW Washington DC 20433 Telephone: 202-473-1000 Internet: www.worldbank.org This work is a product of the staff of the World Bank, with external contributions. The findings, interpretations, and conclusions expressed in this work do not necessarily reflect the views of the World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of the World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Rights and Permissions The material in this work is subject to copyright. Because the World Bank encourages dissemination of its knowledge, this work may be reproduced, in whole or in part, for noncommercial purposes as long as full attribution to this work is given. Any queries on rights and licenses, including subsidiary rights, should be addressed to World Bank Publications, The World Bank Group, 1818 H Street NW, Washington, DC 20433, USA; fax: 202- 522-2625; e-mail: pubrights@worldbank.org. The Morocco study has been led by Kristin Panier with contributions from Noreddine Citroen, Nabil Samir, Malika Azzazene, Yanchao Li, Ashok Sarkar, Tarek Keskes, Nobuhiko Daito, Maria Rodriguez De La Rubia Gassol, Yao Zhao. The analysis underpinning this Summary was commissioned by the World Bank and conducted by a consulting team comprising of Rebel Group, Siemens AG, MobiConseil and MRC Group. Background and Motivation T he electrification of transport, popularly social, environmental, economic and employment known as “electric mobility,” is among the opportunities. most promising emerging technologies at the nexus of the clean energy transition and sustainable The MENA region features a unique operational transportation. Electric mobility (e-mobility) creates environment where dynamics related to the mobile opportunities to mitigate climate change, enhance cooling of vehicles also warrant sensible and energy efficiency and the quality of transport services, strategic considerations. Experience in other regions and improve urban air quality while taking advantage suggests that meeting EVs’ mobile cooling needs— of electricity grids across the Middle East and North which include mobile air-conditioning (MAC), transport Africa (MENA) region, which are evolving through the refrigerated units (TRU), and cooling for batteries integration of greater shares of renewable resources, and power electronics—consumes considerable energy storage, and demand response technologies. battery power. This consumption could result in the significant reduction of actual driving ranges, in MENA countries are at different stages of comparison with designed driving ranges, particularly deploying e-mobility across transport subsectors in summer seasons in warm-weather countries in the and the electrification of public transport remains region. Thus, additional EV-charging infrastructure particularly challenging, given the relatively high may be required, with considerable costs and other infrastructure investments needed. Supporting implications. future e-mobility will require the large-scale deployment of infrastructure for charging electric Electrification is one of the main ways to vehicles (EVs) and potential upgrades to electricity decarbonize the transport sector in Morocco, and generation, transport networks, and utility distribution e-mobility uptake could present opportunities grid infrastructure. This should include renewable to increase renewable energy-based electricity energy where possible, along with addressing the consumption. Morocco is the largest energy importer need for new skills and jobs to cater to the growth in the MENA region. In 2019, Morocco imported close of this industry. With appropriate interventions, to 90 percent of its total primary energy supply, e-mobility presents opportunities to transform both according to the Moroccan Ministry of Energy. The the energy and transport sectors, while also creating new energy transition strategy (Conseil économique Background and Motivation 1 2020) aims to limit Moroccan energy dependency (1) provide 52 percent of the installed electric capacity by promoting renewable energy use and energy from renewable energy sources (RES)—20 percent efficiency. Transport accounts for 38 percent of final from solar energy, 20 percent from wind energy, and energy consumption and contributes as much as 23 12 percent from hydro energy by 2030; (2) develop percent of greenhouse gas emissions in Morocco combined cycle power plants running on imported (AMEE 2021). Therefore, transport electrification is an natural gas in order to replace carbon-based (coal important step to cut the reliance on fossil fuels within and oil) power plants by 2050; and (3) achieve 20 the Moroccan energy mix and curbing emissions. percent energy savings by 2030 compared to current Morocco has ambitious goals, aiming to reduce its trends. Figure ES.1 provides a snapshot of Morocco’s greenhouse gas emissions by 42 percent below energy sector. business-as-usual levels by 2030. To do so, it plans to FIGURE ES.1. • Snapshot of Morocco’s Energy Sector Electricity Demand RE Capacity 99.6% Energy Access 6% Demand Growth 710 MW Solar 10.62 GW Installed capacity (% per year) 1,430 Wind (2020) 6.31 GW Peak Demand (2020) 1,770 MW Hydroelectricity 37% RE share (2020) 125 GWh Maximum daily peak Source: Original compilation. Country Overview The Moroccan transport sector shows a high level of informal transport (regular vehicles transporting up to fragmentation. Figure ES.2 shows a summary of the six passengers). available passenger transport services in Morocco. The focus of this report is on public buses, taxis, and There are two main bus operators in Morocco: to a more general extent private passenger transport. • Alsa, a subsidiary of the UK’s National Express More than 4 million vehicles were driven on Moroccan Group and the largest private bus and coach roads in 2017 (over 1.5 million in Casablanca). Roughly operator in Spain, operates the bus networks 61.3 percent of all road trips are made by cars, 7.8 in the cities of Marrakesh, Rabat, Casablanca, percent by motorbikes or bicycles, 25.5 percent by Khouribga, Tangier, and Agadir. At present, it buses or taxis, and the remaining 5.4 percent on has a total of 1,745 buses: 206 in Agadir; 257 in foot (Ministry of Transport, Bilan des activités). The Marrakech; 192 in Tangier; 40 in Khouribga; 350 modal share at the urban level is largely dominated in Rabat; and 700 planned buses in Casablanca. by walking. The role of public transport remains • Citybus Group is a national operator owned by insufficient, which leaves room for taxis and a rise in 2 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco FIGURE ES.2. • Snapshot of Morocco’s Transport Sector Registered Roads Modal Split Vehicles 3.2% Motorcycles (2017) 26,360 km Length (2018) 61.3% Cars (2017) 69.23% Passenger’s cars (2017) 4 million Registered 25.5% Buses or taxis (2017) 27.54% Utility vehicles (2017) vehicles (2017) 7.8% Motorized 2-3 wheelers (2017) Source: Original compilation. Moroccan shareholders. It mainly operates the There are two main types of taxis. The first group bus networks of Fes, Meknes, and Tetouan. It comprises taxi vans (“grands taxis”) that transport currently has a total of 511 buses: 252 in Fes; 169 up to six passengers, operate on fixed routes, in Meknes; and 90 in Tetouan. and are essentially a substitute for public buses. Approximately 45,000 taxi vans were in circulation In Morocco, taxis compensate for the insufficient on Moroccan roads in 2020. The second group supply of quality public transport. In Casablanca, comprises smaller taxis (“petits taxis”) carrying up to for example, taxis represent a modal share of 10 three passengers to their destination of choice within percent, compared to 13 percent for public transport. city limits. Organization of Public Transport At the strategic level, the Ministry of Interior, through Réforme de l’Administration; MEFRA)—the state’s the General Directorate for Local Authorities urban transport financing instrument through the (Direction Générale des Collectivités Locales; Urban Transport Fund (FART), a specific committee DGCT) is responsible for the urban transport existing within the Secretariat General of the Ministry sector in Morocco. Through the recently created of Interior, which is responsible for examining and Directorate of Urban Transport and Mobility (Direction approving financing demands submitted by local de la Mobilité Urbaine et Transport; DMUT), it is entities. FART finances mainly the initial investment in responsible for: (1) defining the urban transport sector infrastructure and/or the rolling stock; the debt service strategy as well as designing, implementing, and of Sociétés de développement local (SDLs), and the monitoring any specific central measures supporting operational deficit in the ramp-up period of a new the sector; and (2) providing support and overseeing service (generally for the first three years of operation). the activities of the local authorities in the sector. Recently, Bus Rapid Transit (BRT) preparation studies Furthermore, it manages—jointly with the Ministry were also included in the financing offer of FART in of Economy, Finance and Administrative Reform order to enhance the quality of projects prepared (Ministère de l’Économie, des Finances et de la by cities. Organization of Public Transport 3 At the local level, two types of institutional setup for transport operators. This type is implemented in the provision of public transport are possible in the Marrakesh and Agadir. Moroccan context. • With the second type, no SDL is created, and • With the first type, the SDL ensures public local authorities (municipalities or intermunicipal transport management functions (public service entities) directly ensure the management and manager functions) that are contracted by local supervision of public transport operators. This authorities (municipalities or intermunicipal type is deployed in cities like Tangier and Fes. entities) as well as the supervision of public Status Quo of E-Mobility in Morocco Morocco is at a nascent stage of e-mobility regulations and incentives as well as technological deployment, with the majority of current stock advances to overcome the challenges concerning being private consumer vehicles, mostly imported availability of charging stations and related issues second-hand electric cars. Figure ES.3 shows key and ensure the number of EVs on the road continues numbers related to e-mobility uptake. Ninety-three to increase. electric cars were listed in the market by late 2018. Since 2018, there were (and still are) 10 BRT e-buses Sales of passenger EVs are still very low or nearly in Morocco. There were more than 1,000 units for nonexistent. This low figure can be explained by both hybrid vehicles and electric two-wheelers. And various obstacles hindering market development, more than 150 charging points have been installed, including political, economic, and technological 37 of which are located at gasoline stations on the factors, as highlighted in figure ES.4. Some of Tangier–Agadir highway. The shift to EVs is driven by the major disadvantages of passenger EVs are numerous interconnected forces, mainly government (1) the price of e-vehicles, (2) the range, (3) the FIGURE ES.3. • Key Numbers Related to e-Mobility Uptake in Morocco Electric Electric Two/three- Charging Cars Buses wheeler Stations 93 Private EVs 10 Public Buses 1000 Wheelers (2021) > 150 Charging (2018) (2021) +650 Sales (2021) Stations +0.9% EV sales Source: Original compilation. 4 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco charging time, and (4) access to charging points. disadvantages. In addition, policy incentives may be Currently, the rapid improvement witnessed in the offered to compensate or eliminate some of these development of the technologies may abate these disadvantages. FIGURE ES.4. • Factors affecting passenger electric vehicle market attractiveness Political Factors Economical Factors Technology Factors • Charging infrastructure • Purchasing price • Driving range • Government monetary • Fuel price • Charging time subsidies (one-time or post-purchase) • Maintenance cost • Charging capacity • Non-monetary • Battery regulations (parking) Source: Original compilation. Technical Options for E-Mobility in Morocco This assessment and scale-up analysis of Morocco Casablanca was chosen for the analysis of taxi vans, focuses on regular buses (non-BRT in Rabat), taxi as it has the largest population, the biggest fleet, vans in Casablanca, and private passenger vehicles. the greatest use of taxis, and a good stakeholder’s The report takes advantage of several studies that organization and involvement in the decarbonization are being conducted in parallel. Public buses in the process. Figures ES.5 and ES.6 show the routes in capital, Rabat, and taxi vans represent a significant Casablanca and Rabat that were studied. share of public transport and are understudied. Technical Options for E-Mobility in Morocco 5 FIGURE ES.5. • Selected Routes for Technical Analysis of E-Taxis in Casablanca Source: Original compilation. FIGURE ES.6. • Selected Routes for Technical Analysis of E-Buses in Rabat Source: Original compilation. 6 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco Results from Energy and Charging Analysis Public Buses Depending on the total distance of the route, depot charging may be sufficient (as seen by analyzing route Based on the energy consumption of the buses on 106/25/04). But to serve longer routes (such as route the selected routes, and information on their battery 33), a combination of depot charging and opportunity capacity, it can be seen which charging strategy is charging is needed. In general, it is suggested that the required (table ES.1). maximum charging power possible for opportunity charging should be installed. Specifically: • Routes 106/25/04 can be charged solely at the E-Taxis bus depot (overnight charging). The question that still remains is whether fast direct current Since e-taxis are not parked in depots overnight, the (DC) charging is also required, since alternating necessary energy to charge the battery at the end of current (AC) charging can be a candidate as well, a day back to 100 percent SOC (state of charge) must if the total charging time is small. be supplied (1) at the start/end of the day, (2) at private • Route 33 requires a combination of overnight wall boxes overnight (to be installed at home), or (3) bus depot charging with opportunity charging at public charging stations overnight. In general, it is (at end stops during operation). Our analysis suggested that the maximum charging power possible concludes that this strategy is essential to cover be installed at e-taxi charging locations. A minimum the total energy demand of the entire bus trip of 100 kilowatts (kW) is recommended. Less charging on a daily basis, while accounting for cooling, power (such as AC) will result in longer charging auxiliary, and elevation energy requirements. time and will thus significantly decrease the possible operational time (driving time) of the e-taxi. Figure ES.7 gives a sense of the energy consumed by e-taxis. TABLE ES.1. • Share of Energy Demand Among E-Buses Along Different Routes Daily energy demand/bus Energy demand driving Energy demand cooling Energy demand auxiliary Route (kWh) (kWh) (kWh) (kWh) 33 420 372 36 12 106 245 188 43 14 25 252 192 45 15 04 324 265 44 15 Source: Original compilation. Results from Energy and Charging Analysis 7 FIGURE ES.7. • E-Taxi Energy Consumption Energy share and demand / route / e-Taxi (kWh) 50 43 Energy demand (kWh) 40 35 29 30 20 10 10 10 10 0 Taxi route A Taxi route B Taxi route C Hay hassani - City center Place sraghna - Bernoussi Bernoussi - Anassi Total energy consumption driving / route kWh kWh Total cooling energy consumption driving mode for cooling / day kWh kWh Source: Original compilation. Smart (controlled) charging functionality (load shifting) Ramp-up and Penetration Forecast of Private implemented within the EV charging back-end Passenger EVs application is necessary to be able to react to possible In Morocco, the total share of passenger EVs is grid constraints (such as in transmission, distribution, expected to reach 7 percent of the total stock by or in the local grid) and energy demand and response 2035 (basis scenario), amounting to roughly 370,000 commands (such as with integration in local energy vehicles (figure ES.8). This figure is rather conservative, management application). However, the chosen accounting for the current market dynamics and smart charging functionalities must be controlled existing market share of EVs, which is less than 100 and supported by the selected charging stations. In vehicles in total. For the high (aggressive expansion) the initial phase, smart charging functionality is not scenario, the total share can reach 11.1 percent of required but needs to be foreseen in the longer term. the total stock (which is in line with the 10 percent strategic target set by the Research Institute for Solar Energy and New Energies (Institut de Recherche en Énergies Solaires Et Énergies Renouvelables; IRESEN) roadmap published in 2021). FIGURE ES.8. • Forecasted Passenger EV Stock with Exponential Growth Expected starting 2030 Market uptake of EVs and share of total stock until 2035 0,70 Number of EVs (millions) 0,60 Total number 0,50 of EVs – Low Total number 0,40 of EVs – Basis 0,30 Total number of EVs – High 0,20 0,10 0 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 Source: Original compilation. 8 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco Results from Total Cost of Ownership Analysis A switch to e-buses could be financially attractive are not available). In addition, operators in Morocco for a Moroccan-based operator. By removing the tend to have a short-term investment horizon and, dependence on imported fossil fuels, EVs logically given the fairly long operating period required for appear to be a better-performing option, with total the expected savings from e-bus ownership to financial cost of ownership per kilometer estimated to materialize, they may conservatively favor more be about 25 percent and 22 percent cheaper than traditional engine technologies unless additional diesel and diesel-hybrid vehicles, respectively. In incentives are offered. economic terms, the case for e-buses is even stronger, with an economic total cost of ownership (TCO) From that perspective, an acceleration of the roll-out reduced by 43 percent and 37 percent compared to of e-buses may require government interventions, internal combustion engine (ICE) alternatives. for instance, in the form of concessional financing being offered to operators, perhaps via support from However, there are additional non-quantified factors development partners. These types of measures, if at play, such as the additional grid connection and adopted, would help reduce the gap in financial costs reinforcement costs, the increased complexity of in favor of e-buses for operators willing to experiment implementation, and the lower operational flexibility with newer technologies. of e-buses (such as traveling where charging facilities TABLE ES.2. • Morocco Financial TCO Comparison for E-Buses Scenario Diesel Hybrid Battery electric Financial TCO per km results (USD/km) Base case fuel—Differential useful life 0.68 0.65 0.54 Base case fuel–Equal useful life 0.68 0.65 0.63 Higher fuel case–Differential useful life 0.76 0.71 0.54 Higher fuel case–Equal useful life 0.76 0.71 0.63 Source: Original compilation. TABLE ES.3. • Morocco Economic TCO Comparison for E-Buses Scenario Diesel Hybrid Battery electric Economic TCO per km results (USD/km) Base case fuel—Differential useful life 0.91 0.82 0.54 Base case fuel–Equal useful life 0.91 0.82 0.58 Higher fuel case–Differential useful life 1.03 0.92 0.54 Higher fuel case–Equal useful life 1.03 0.92 0.58 Source: Original compilation. Results from Total Cost of Ownership Analysis 9 In the case of taxi vans (the grands taxis), the financial The case for passenger taxis is slightly different. While savings from the switch to electric are expected to the financial and economic numbers are much more be lower due to the unavailability of locally produced compelling, the difficulty is that taxis operate all day van-type EVs and the large difference in after-tax and not on fixed routes. Therefore, a taxi business prices with locally manufactured ICE-powered vans. based on EVs is unlikely to be viable before a However, the fact that they operate on fixed routes, reliable fast-charging network is available. There may, with established starting points and destinations and however, be potential to start pilot e-taxi projects from significant turnaround times during which they could specific locations like the airport, where taxis always recharge batteries, make them ideal candidates for come back to one single location where they wait for pilot electrification projects. customers and where fast chargers could be installed. Commercial Options for E-Mobility in Morocco The general contractual structures of e-buses and the cost of capital applicable to the project. e-taxis resulting from the analysis above are illustrated in figures ES.9 and ES.10. The preferred option for accelerating an e-taxi transition in Morocco is to build on or extend the Some cities in Morocco, like Rabat, for example, existing taxi renewal program through the FART fund currently use the concessional model for bus supported by the creation of a charging network operations. The roll-out of future e-buses can be done along taxi van routes through specific concession in the same manner. The government can launch arrangements. tenders to recruit operators on a concession basis, • Replicating the program that is already in place while including the investment and public-private will likely produce a faster outcome. partnership (PPP) elements related to the financing • Charge points would be installed along the and procurement of e-bus fleets and charging predefined routes through a concession on the infrastructure assets. basis of rate per kilowatt-hour (and may include a This would be a PPP where the resulting asset minimum revenue guarantee). function of the operator resembles, and may indeed • To create the market or identify where the market be structured as, a private asset company or lease is, the government could start an initiative to company. The concession or PPP contracts are get taxi owners to express interest and intent to recommended to include initial government subsidies switch to e-taxis. refinanced on concessional terms so as to reduce 10 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco FIGURE ES.9. • Contractual Structures for E-Buses Utility/power Minimum revenue/ distribution company o take guarantee Government/adapted License holders FART program Delivery Guarantee cover of electricity Based on initial intent/interest Charging infra Direct e-taxi and vehicle service concessionaire Li t ce Indirect transition commitment duc (CPO) pro ns grant S/ Caa e e-taxi us g, Delivery & transition rgin e Cha warranty/ ag grant re Investment, maintenance e Taxi m finance support en vehicle t drivers Taxi vehicle Financiers Vehicle OEM owners Delivery & ‘Covered’ warranty/support finance Potential vendor finance Potential OEM/finance commercial proposition (may include leasehold over vehicle) Charging infra OEM Source: Original compilation. FIGURE ES.10 • Contractual Structures for E-Taxis Debt disbursements Government & debt service IFIs/MDBs Supply & delivery contract Financing agreement(s) Upfront capital Power Utility subsidy PPP contract Delivery of electricity Payments Debt disbursements Dividends/returns & debt service Sponsors Operator Financiers Financing agreement(s) Equity Payments Delivery of e-bus fleet and charging infra, spare parts, maintenance training & support Supply and delivery contract E-bus / EVSE OEMs Source: Original compilation. Commercial Options for E-Mobility in Morocco 11 Policy Takeaways The following section and Annex 1 include a significant number of Moroccan government and organizational acronyms. They are defined in table ES.4. TABLE ES.4 • Government and Organizational Acronyms Ministry of Equipment, Transport, Logistics and Water National Electricity Regulatory Authority (Autorité ANRE METLE (Ministère de l’Équipement, du Transport, de la Nationale de Régulation de l'Electricité) Logistique et de l’Eau) General Directorate for Local Authorities (Direction DGCL MoEnv Ministry of Environment (Ministère de l’Environnement) Générale des Collectivités Locales) Ministry of Energy Transition and Sustainable General Directorate for Local Authorities (Direction DGCT MoETSD, Developement (Ministère de la Transition Énergétique Générale des Collectivités Territoriales) et du Développement Durable) Ministry of Equipment, Transport, Logistics and Water Directorate of Urban Transport and Mobility (Direction DMUT MoETLW (Ministère de l’Équipement, du Transport, de la de la Mobilité Urbaine et Transport Logistique et de l’Eau) FART Urban Transport Fund MoF Ministry of Finance (Ministère des Finances) Research Institute for Solar Energy and New Energies IRESEN (Institut de Recherche en Énergies Solaires Et Énergies MoI Ministry of Industry (Ministère de l’Industrie) Renouvelables) Ministry of Economy, Finance and Administrative Office National de l’Eau et de l’Électricité (The National MEFRA Reform (Ministère de l’Économie, des Finances et de la ONEE Office of Electricity and Water) Réforme de l’Administration) Four policy pillars are recommended for e-mobility adopted strategy, with clear short-, medium-, adoption in Morocco. and long-term action items and targets, covering the various segments, such as passenger EVs, Policy 1-1: Adopting a national e-mobility public transport, and taxis. strategy—to be led by MoETSD, METLE, and • In addition, a clear institutional champion should DGCL. be identified to lead the implementation of the • Currently, there are several strategy documents strategy. in Morocco that outline initiatives and projects related to the electrification of transport fleets. Policy 1-2: Cross-sectoral coordination However, there is no single coherent strategy framework—to be led by IRESEN and AMEE. for scaling up e-mobility in Morocco. • Several stakeholders in government are (or will • Like most countries that took a step forward potentially be) involved in scaling up e-mobility toward e-mobility development, the government in Morocco. Both the transport and energy should establish a clear, unique, and nationally sectors alone involve various public and private 12 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco institutions at the strategic, regulatory, and interdiction requires extensive sector outreach as operational levels. well as coordination between different ministries • To date, efforts related to e-mobility have been and legislative bodies. The nature of the import mostly fragmented among various national and regulations could address tax breaks, penalties, municipal-level organizations. and high import duties. • IRESEN and AMEE have taken the initiative to • Furthermore, import tariffs can be placed on new coordinate some of the different efforts through buses and taxis that produce emissions above the “Roadmap for Electric Mobility” that is being a predetermined level to help prevent fleet developed and awaits being adopted officially by operators from purchasing diesel- and gasoline- the government. powered vehicles. • Despite these efforts, a stronger coordination • Morocco’s Nationally Determined Contributions framework is necessary across the different in the transport sector include reductions in the stakeholders, including ONEE, AMEE, IRESEN, percentage of fuel consumption and in overall METLE, DGCT as well as private stakeholders emissions from the sector. The government can such as car manufacturers and equipment raise the import tariff placed on diesel or petrol suppliers represented by CGEM. engine vehicles, especially for buses and taxis, to discourage fleet operators away from purchasing • As the entity overseeing the transport sector those types of vehicles. at the strategic level, METLE and DGCL (within the Ministry of Interior) should play a stronger Policy 3-1: Capacity building in support role and even serve as a champion in scaling- of locally manufactured EVs and MAC up e-mobility in the country, especially when systems—to be led by IRESEN. it comes to transport services, in general, and public transport and taxis, in particular. • Adopting e-mobility at the national level requires building local capacity across the value chain— from maintenance of charging facilities, vehicles, Policy 2-2: Financial incentives for purchasing and mobile cooling equipment to the operation new e-buses and e-taxis—to be led by DGCL and FART. of electric buses and cars. Existing organizations in Morocco, such as the IRESEN Institute, can • With the inevitable changes regarding play an important role in that respect. transportation vehicles, especially taxi renewal programs and new buses standards set by • The capacity-building effort should be done in FART, incentives should be allocated during the close coordination with the Ministry of Labor, purchase of e-buses and e-taxis, to encourage which can facilitate the various programs and operators to increase share of e-buses within align them with local needs. Morocco should also their fleets. explore advancing and building capacity in EV manufacturing. Policy 2-3: Import tariffs on e-buses and • In addition to local manufacturing, local training e-taxis—to be led by the Ministry of Finance. and certification programs for MAC technicians • Regulatory change regarding import taxation or should be introduced. Policy Takeaways 13 ` A train-the-trainers (TtT) program would need Policy 4-5: Regulations and permits for to be supported and established at a central charging points—to be led by MoETSD, level, such as by Ministry of Energy, Mines ANRE, and municipalities. and Environment (MEME) or an industry • The international experience and lessons learned collaboration body, in order to provide show that markets that have introduced EVs in basic training and ensure upskilling of air- other parts of the world have often experienced conditioner technicians. delays in installing charging infrastructure due ` The design of such a training program to lack of permitting and planning permission, would involve selecting the eligible outreach particularly in brown fields. organizations, defining the training syllabus • MEME, ANRE, and municipalities should in coordination with the vendors and streamline relevant processes and coordinate suppliers of the technology, and defining the more closely to reduce the time that it takes to training program’s details including levels install charging points. and qualification criteria. • This also allows for capacity mapping of the medium- and low-voltage networks in ways to Policy 4-2: Government funding for depot improve system utilization in areas where energy charging demonstration project (Pilot) is not constrained; these hyperlocal capacity (e-buses)—to be led by MoETSD, MoETLW, maps are common practice in other countries, DGCL, and the Ministry of Finance. essentially pinpointing the areas of the grid • Government funding should be provided for where little or no upgrades are necessary in early adopters, such as e-bus purchasers with order to carry additional loads in those areas. depot charging. This would further reduce the • Planning should also include clear concise economic risk taken by the fleet operator for messaging on the applicable standards, being an early adopter of electrified modes of procedures, approvals, and timelines to ensure transport. stakeholders are well informed. 14 UNLOCKING ELECTRIC MOBILITY POTENTIAL IN MENA Executive Summary – Morocco