Road Safety Annual Report 2016 OECD/ITF Chapter 26. Morocco

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1 Road Safety Annual Report 2016 OECD/ITF 2016 Chapter 26 Morocco This chapter presents 2014 road safety data for Morocco along with provisional data from It looks at trends in traffic and road safety from the years 1990 to 2014 and road user behaviour patterns. This includes data on speed, drink driving, drugs and driving, distracted driving, fatigue and seat belt usage. The chapter reviews Morocco s road safety strategy and national targets to 2025 along with recently implemented safety measures.* * Morocco joined the International Road Traffic and Accident Database (IRTAD) group in 2014 as an observer country. The data in this report, unless otherwise noted, were provided by the National Committee for the Prevention of Traffic Crashes (CNPAC) and have not been validated by IRTAD. For more information please contact: 341

2 In 2014, Morocco recorded its lowest figure for reported road deaths in the last 15 years, with a total of road deaths, a 9% decrease when compared to This is equivalent to a mortality rate of 10.5 per inhabitants. However, the number of fatalities increased by 15% in Motorisation is still very low with an average of 100 registered vehicles per inhabitants. Thus the majority of fatalities are seen amongst vulnerable users, pedestrians, cyclists and motorcyclists. Morocco s new road safety strategy has established a target of less than fatalities by 2020 and less than fatalities by Road safety data collection Definitions applied in Morocco Road fatality: Any person killed immediately or dying within 30 days as a result of a road crash. Seriously injured person: Any person injured in a road crash requiring hospitalisation for six days or more. Slightly injured person: Any person injured in a road crash requiring medical treatment or hospitalisation of less than six days. Data collection In Morocco, crash data are collected at the scene of the crash by police: the Gendarmerie in rural areas and the national police in urban areas. Police are expected to attend all injury or fatal crashes. Data related to accidents involving material damage only are not recorded. Crash information is filled in on a form similar to that used in France. This form contains information on the circumstances of the crash, the location, the casualties, etc. It is planned to progressively introduce Global Information System information into police reports. Data are consolidated at the national level by the Roads Directorate, part of the Ministry of Equipment, Transport and Logistics, and are entered into a Database administered by the same entity since the 1970s. Police are in contact with hospitals to complete their reports in case of injuries; however there is no detail on the specific level of injuries such as classifications using the International Classification of Diseases 10 (ICD-10) system. The level of underreporting is not known. In its 2015 global status report (WHO, 2015), the World Health Organization estimated that in 2013 the total number of road fatalities was between and whereas the reported number was Most recent safety data Road crashes in 2015 provisional data The provisional data for 2015 as follows: injury crashes, a 14.9% increase compared to the reported number in road deaths, a 5.4% increase compared to the reported number in seriously injured persons, a 6.3% increase compared to the reported number in

3 Road crashes in 2014 In 2014, there were reported road deaths, a 9% decrease when compared to This was the lowest figure for the last 15 years. Among the road fatalities recorded in 2014: 64% died on roads outside built-up areas. 83% were male. 28% were less than 24 years old. 59% were vulnerable road users (pedestrians, cyclists and motorcyclists). About 30% were recorded during the holiday period of July, August and September. Trends in traffic and road safety ( ) Traffic Motorisation is growing quickly in Morocco. Between 2000 and 2014, the number of motorised vehicles doubled. However, with 100 registered vehicles for inhabitants, motorisation is in its infancy, and one can expect a large increase in the vehicle fleet in coming years. This will require the implementation of a wide range of road safety measures to avoid an explosion in the number of traffic crashes. Road safety Crashes and casualties The number of police reported road fatalities peaked in 2011, with persons killed. In the succeeding 3 years ( ), there was a continuous decrease in road fatalities. Between 1990 and 2014, the number of reported road fatalities increased by 25%. Following an increasing trend, the number of road fatalities recorded a noticeably lower figure in 1996 (2 807 fatalities), when compared to the five previous years. This was attributed to an important effort in enforcement and a strong mobilisation of different road safety services. From 1996 until 2004, when a National Road Safety Strategy was adopted, the number of road fatalities increased. During the implementation of the national strategy ( ), the number of fatalities fluctuated. Measures taken as part of the strategy included: speed control black spot treatment construction of pedestrian and bicycle paths awareness campaigns for speed, seat belt and helmet use, fatigue and distraction, etc. reform of vehicle inspection reform of driving license exam introduction of a penalty point system. Rates In 2014, the mortality rate was 10.5 deaths per inhabitants; while the fatality risk was 10.1 per registered vehicles. These rates are high when compared with OECD countries. 343

4 Table Road safety and traffic data % change from Reported safety data Fatalities Injury crashes Deaths per inhabitants Deaths per registered vehicles Traffic data Registered vehicles (thousands) Registered vehicles per inhabitants Source: CNPAC Figure Road safety, traffic and GDP trends index 1990 = 100 Fatalities Injury crashes Motor vehicles GDP Source: CNPAC, World Bank for growth domestic product (GDP; constant prices). Road safety by user group Passenger car occupants are the main victims of traffic crashes, representing 33% of all casualties, followed by pedestrians (26%) and motorcyclists (25%). Vulnerable road users (pedestrians, cyclists and motorcyclists) accounted for 59% of the total number of fatalities in The decrease in the number of fatalities in 2014 benefited to all groups of road users, with the exception of pedestrians (+6.3%). Road safety by age group In 2014, the reduction in fatalities benefited all age groups, with best achievements for the 6-9, and 0-5 age groups. Road safety by road type More than two-thirds of crashes occur in built up areas, but the most severe crashes occur on rural roads, where two-thirds of the fatalities are recorded. Crashes outside urban areas are often related to speeding, leading to more severe consequences. 344

5 Table Reported road fatalities by road user group % change from Cyclists Motorcyclists Passenger car occupants Pedestrians Others incl. unknown Total Source: CNPAC. Figure Road fatalities by road user group in percentage of total 2014 Others incl. unknown 9% Cyclists 5% Pedestrians 28% Motorcyclists 25% Passenger car occupants 33% Table Road fatalities by age group Age % change from > Total Source: CNPAC. In 1990, the total length of motorways was less than 100 km and accounted for 2% of fatalities. In 2014, the total length of motorways amounted to km and accounted for 6% of fatalities. In 2014, in urban areas, pedestrians and motorcyclists represented 82% of fatalities. 345

6 Figure Road fatalities by road type Rural roads Inside urban areas Motorways Number of fatalities Source: CNPAC Economic costs of traffic crashes Traffic crashes represent a significant cost for the Moroccan society. In 2014, it was estimated that crashes cost EUR 1.7 billion. Based on estimates from the World Bank, crashes account for 2% of Morocco s GDP. Recent trends in road user behaviour Speed The table below summarises the main speed limits in Morocco. Table Passenger car and truck speed limits by road type, 2016 General speed limit passenger cars General speed limit trucks > 3.5 t Urban roads 60 km/h 60 km/h Rural roads 100 km/h 90 km/h Motorways 120 km/h 100 km/h Source: CNPAC. Drink driving In 2010, Morocco enacted a law prohibiting driving under the influence of alcohol. The law fixed the maximum permissible blood alcohol content (BAC) to 0.2 g/l when measured by blood sample and 0.1 mg/l when measured by breath testing. In 2014, on the basis of police data, alcohol use was cited as a contributing factor in 2.8% of all crashes. Drugs and driving According to the Highway Code, it is forbidden to drive under the influence of illicit drugs. This measure is not yet enforced. 346

7 Distraction The use of hand-held phones while driving is forbidden. The use of hands-free devices while driving is authorised. In 2015, it was estimated that 3.6% of drivers were using a mobile phone while driving. Fatigue and sleepiness In 2014, on the basis of police data, it was estimated that about 1.2% of crashes were due to fatigue. Seat belts and helmets Seat belt use has been compulsory for front seats in rural areas since 1977, and since 2005 for front seats in urban areas and rear seats in rural areas. According to an observational study conducted in August 2015, the wearing rate was 67% for drivers and 63% for front seat passengers. Since 1976, all riders of powered two-wheelers (PTWs) are required to wear a helmet. In August 2015, the helmet wearing rate was 65% for drivers and 22% for passengers. National road safety strategies and targets Organisation of road safety The agency responsible for the management of road safety is the Directorate of Road Transport and Road Safety in the Ministry of Transport, Infrastructure and Logistics. In 2006, several committees dedicated to road safety were created: The Interministerial Committee for Road Safety chaired by the Chief of the Government, responsible for the validation of national road strategies, as well as the co-ordination, monitoring and evaluation of the implementation of the action plans. The Permanent Committee for Road Safety chaired by the Minister of Transport, Infrastructure and Logistics, which acts as the technical secretariat for the Interministerial Committee. The regional committees for road safety. The Ministry of the Interior, the Ministry of Justice, the Ministry of Health, the Ministry of National Education, the Ministry of High Education and Scientific Research, the police, the Gendarmerie and the National Committee for Traffic Accidents Prevention are represented in these various committees. The government is currently working towards the creation of a national road safety agency. Road safety strategies and In 2014 and 2015, the Ministry of Equipment, Transport and Logistics, with the technical assistance of the World Bank and co-operation with various stakeholders, conducted a detailed evaluation of the national road safety strategy and prepared the new road safety strategy for the period The aim of the new road safety strategy is the development of responsible road behaviour and a safe road system. The strategy will focus on the following five pillars: pedestrians 347

8 motorcycles single vehicle crashes children professional transport. Road safety targets The former strategy ( ) did not set quantified targets. The new national road safety strategy ( ) has the following targets: Reduce the number of deaths to less than by 2020 (decrease of 25% over the five years from 2016 to 2020). Reduce the number of deaths to less than fatalities by 2025 (decrease of 50% over the 10 years from 2016 to 2025). Monitoring Monitoring of the implementation of the strategy is ensured through regular meetings of the Interministerial Committee for Road Safety. Figure Trends towards national fatality target Fatalities National target Recent safety measures (2016) The Ministry of Transport, Infrastructure and Logistics has prepared a road safety action plan for The main measures of the plan are summarised below. Road safety management Initiatives from all road safety stakeholders are co-ordinated through co-ordination committees to ensure their actions focuses on the priority areas of the safety strategy. Road users The automated speed enforcement system is being enhanced. 348

9 Communication campaigns are implemented on specific topics: speed, vulnerable road users, seat belts, helmet use, and use of mobile phone while driving. Infrastructure The infrastructure is being improved with identification and elimination of black spots, installation of protective barriers and construction of bicycle paths. Protected crossings near schools and in residential areas are being constructed. Vehicles Technical inspection of vehicles is being modernised and the number of technical inspection centres is increasing. Post-crash measures The ambulance fleet is being modernised. Training on trauma and emergency care for the staff of emergency structures is being developed. Recent and ongoing research Road user behaviour measured through roadside surveys: Seat belts and helmets, crossing through a red traffic light or a stop sign, etc. References WHO (2015), Global status report on road safety 2015, World Health Organization, Geneva. Websites Comité National de Prévention des Accidents de la Circulation (CNPAC): Ministry of Transport: 349

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11 From: Road Safety Annual Report 2016 Access the complete publication at: Please cite this chapter as: ITF (2016), Morocco, in Road Safety Annual Report 2016, OECD Publishing, Paris. DOI: This work is published under the responsibility of the Secretary-General of the OECD. The opinions expressed and arguments employed herein do not necessarily reflect the official views of OECD member countries. This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. You can copy, download or print OECD content for your own use, and you can include excerpts from OECD publications, databases and multimedia products in your own documents, presentations, blogs, websites and teaching materials, provided that suitable acknowledgment of OECD as source and copyright owner is given. All requests for public or commercial use and translation rights should be submitted to Requests for permission to photocopy portions of this material for public or commercial use shall be addressed directly to the Copyright Clearance Center (CCC) at or the Centre français d exploitation du droit de copie (CFC) at

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