🇲🇦MoroccoNorth Africa
BLS International strengthens Schengen visa application processing system
via Le Matin3 min read
BLS International has reinforced its teams across all its centers to manage the anticipated increase in Schengen visa applications during the summer period. Experienced staff have been mobilized to handle the influx and improve the efficiency of application processing.
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This summary was AI-generated from a story originally published by Le Matin.
Must ReadA study by the Centre for Public Policy Studies CEEPP highlights the significant impact of the Middle East conflict on the Moroccan economy, particularly due to the paralysis of the Strait of Hormuz since February 28, 2026. This strategic passage, through which 20-25% of global oil and 20% of liquefied gas usually transit, has caused an unprecedented global energy crisis. Morocco, heavily reliant on energy imports, is particularly exposed. The CEEPP study, titled "The Effects of the Fourth Gulf War on the International and Moroccan Economy," was authored by Dr. Hakima El Haite, a member of the United Nations Advisory Council, and Dr. Nabil Adel, a professor-researcher in economics and international relations. It reveals Morocco's structural vulnerability as a net importer of over 90% of its energy needs. The immediate impact is seen in fuel price surges, with gasoline reaching nearly 15 dirhams per liter, exacerbating an already inflationary environment and weakening household purchasing power. The study notes that Morocco has not fully recovered from the 2022 Ukrainian crisis's inflationary pressures. National strategic reserves are estimated to cover only 15 to 31 days, far below the legally mandated 60 days, risking supply disruptions if the conflict prolongs. The study also indicates that macroeconomic assumptions in the 2026 Finance Law, which projected 4.5% growth based on a $65 per barrel oil price, are now obsolete. The CEEPP forecasts a potential 0.4 to 0.8 percentag
Must ReadIran has announced that commercial navigation will be permitted through the Strait of Hormuz for the duration of the ceasefire. This strategic maritime route is crucial for the global transport of hydrocarbons.
Chakib Alj, the outgoing president of the CGEM, presented a generally positive assessment during his final board meeting on April 15, noting both successes and unfinished projects. Two long-standing issues remain unresolved: the labor code, in effect since 2004, and a continuing education system that has been stagnant for over 25 years, benefiting only 1% of contributors. Alj stated that the current labor code is considered anachronistic by businesses and a major barrier to hiring, hindering small and medium-sized enterprises from offering permanent contracts and leading to a preference for external providers or temporary work. The CGEM has proposed structured solutions for adapting the labor framework to new economic realities, aiming to balance employee protection, business competitiveness, and job creation. Despite three years of discussions with the government, the labor code remains unchanged, with no legislative timeline set. The continuing education system is described as a failure, with approximately 2 billion dirhams collected annually from Moroccan businesses for professional training tax, yet only 1% of contributing companies benefit. Alj emphasized that this system requires a complete overhaul, not just minor adjustments, including new governance that separates the OFPPT, which manages initial vocational training, from a new, autonomous entity responsible for continuing education. Although Alj's three-year term was not enough to finalize this issue, he stated that
The Union of Road Transport, affiliated with the Moroccan Labor Union, has criticized the government's fuel subsidy program for road transport professionals, calling it "incoherent" and "far below real costs." The union highlights two main issues: insufficient support and irregular payments, which are impacting a sector already facing high operating costs due to volatile fuel prices. The union questions the government's calculation logic, pointing out that a 3 dirham per liter subsidy is capped at 6,000 dirhams for trucks, despite a heavy-duty truck consuming nearly 6,000 liters of diesel monthly, which should theoretically qualify for 18,000 dirhams in aid. Similarly, national goods transporters, consuming an estimated 3,500 liters monthly, receive aid equivalent to only about 2,000 liters. This discrepancy, the union states, "directly threatens the financial viability of transport companies." The issue extends to passenger transport, with coaches consuming 2,700 to 3,400 liters monthly receiving a cap of 7,000 dirhams, and taxis also facing similar limitations. First-category taxis consuming around 450 liters monthly are capped at 2,200 dirhams, while second-category taxis consuming about 300 liters are capped at 1,600 dirhams. Recurring payment delays further exacerbate cash flow problems. The union also criticizes the exclusion of utility vehicles, which are crucial for agricultural product distribution, from the subsidy program. The union argues that the subsidy's criter