NATIONAL INTELLIGENCE SURVEY 48; MOROCCO; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200080029-6
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CONFIDENTIAL
48 /GS /TT
Morocco
March 1973
NATIONAL INTELLIGENCE SURVEY
CONFIDENTIAL
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This chapter was prepared for the NIS by the
Defense Intelligence Agency and includes a con-
tribution on merchant marine from the Department
of the Navy and on airfields from the Defense
Mapping Agency, Aerospace Center. Research was
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orocco
CONTENTS
This General Surtsey supersedes the one dated Jan-
uary 1969, copies of which should be d ?stroyed.
A. Summary
1. Systems
Appraisal, distribution and overview of sys-
tems; international connections.
2. Strategic mobility
Capability of transportation and telecommu-
nications systems for military use; military
support potential of ports, merchant fleet,
and civil air.
1
1
1
B. Railroads 2
Mileage figures and characteristics of govern-
ment -owned rail lines; operation and employees;
equipment inventory; maintenance; traffic.
CONFIDENTIAL
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I
C. Highways
Characteristics of the network; mileage figures;
administration and maintenance; plans for im-
provement; vehicle inventory.
D. Pipelines
One crude oil pipeline; one refined- products pipe-
line no longer in use.
E Ports
Eight major and 11 minor ports; activities, traffic,
proposed construction, and administration.
F. Merchant marine
Composition and tonnage of merchant fleet;
ownership; fishing fleet; control and jurisdiction;
personnel training.
Fig. 1 Railroad repair facilities, Casablanca
(photo)
Fig. 2 Selected line characteristics of rail-
roads (table)
Fig.3 Bituminous highway extending
through a mountain pass north
of Ksar es Souk photo)
Page Page
5 G. Civil air 11
Two major airlines; equipment, personnel, main-
tenance, and repair; regulation of civil aviation;
agreements with foreign airlines.
6 H. Airfields 13
Air facilities, including tabular details on selected
airfields; maintenance.
8 I. Telecommunications 13
Facilities and administration of the system; in-
teniational connections; ground satellite station;
11 AM_ FM, and TV stations; domestic assembly
of equipment based on imported components;
development plans.
Glossary 15
FIGURES
Page
Page
Fig. 4 Large ford southeast of Ksar es Souk
2 (photo) 6
Fig. 5 Selected highways table) 7
4 Fig. 6 Fort of Casablanca (photo) 8
Fig. 7 Major ports (table) 9
Fig. 8 Selected airfields table) 14
Fig. 9 Terrain and Transportation
5 map) follows 15
ii
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Transportation and
Telecommunications
A. Summary (C)
1. Systems
The Moroccan transportation and telecommunica-
tion (telecom) networks are superior to those of most
African countries. Facilities are concentrated in the
more heavily populated northern and northwestern
coastal areas Figure 9). The most important routes are
along the coast or pass through the valleys of the Rif
and Atlas mountains and along the plateau itiland.
Routes extend inland from the ports to connect the
coast with hinterland routes. The mountainous and
desert interior areas have few routes and tracks.
The major international road and rail connections
are with the Algerian systems east of Oujda. 'There are
no main routes linking southern Morocco with
bordering countries, but tracks connect with Algerian
tracks in the southeast and southwest to become part
of trans- Saharan routes. A m tilt iconductor cable is the
principal telecom link with Algeria and Tunisia. There
are good radio -relay and submarine cable connections
with Spain.
Railroads carry more freight than is moved on the
highways, but the importance of railroads is somewhat
limited by the sparseness of the network. The
efficiently operated railroads are the primary means of
transporting phosphates, the principal export
commodity, and other minerals front mines in inland
areas to the ports. The highways effectively serve the
large cities and many la 'ge agricultural and mining
areas not served adequately by the railroads.
Casablanca, the leading port, handles over 75% of the
overseas trade. Seven other major ports, two of which
are under Spanish control, are distributed along the
coast and serve limited hinterlands. The merchant
fleet is modern and efficient but is too small to
transport significant amounts of the country's trade.
Except for the Sebou River (Owed Sebou), which
serves as a means of access to Kenitra, there are no
navigable inland waterways. Because of the depletion
of petroleum resources in the Sidi Rhalem area, the
country's only significant crude -oil pipeline is no
longer in regular use. Domestic air transport plays only
a mincer role in the transportation system. The telecom
system is modern, of high capacity, and st �iic ient for
the needs of the countr%.
Most transportation and telecom facilities are
government owned and are administered by various
agencies under the direction of the Ministries of Public
Works and Communications and of Posts, 'Telephone,
and 'Telegraph. Air France owns it minor interest in the
Moroccan national airline, and there are some private
French aril Spanish interests in the railroads.
Competition between railroad and highway transport
has been minimized by strict government control
which favors development of the railroads. However,
highways are becoming more important undercurrent
highway expansion and ,niprovernent programs. Most
rail developments are rel..ted to improving the ability
to transport phosphates other minerals for export.
Casablanca has development plans to increase the size
of the port by creating new basins east of the present
facilities. A submarine cable to be laid in 1973 linking
Casablanca with Penmarc'h, France, will have 630
channels.
2. Strategic mobility
The transportation and telecorn systems are capable
of supporting military_ operations in the northern and
northwestern areas, but there are some significant
limitations. Concentration of most major transporta-
tion facilities along the principal route from
Marrakech through Casablanca and Fes to Oujda, in
a corridor between two major mountain chains, makes
the system particularly vulnerable to disruption. The
preponderance of single -track rail and the lack of
alternative rail and highway routes are also important
vulnerability factors. The vulnerability of the telecom
system is diminished by use of buried and submarine
cables and the availability of alternative routes.
Military operations in the mountainous and desert
interior areas in the south and southeast would be
limited by the paucity of routes and facilities, adverse
weather conditions, narrow and low capacity bridges,
and sharp curves and steep grades on mountain roads.
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All of Morocco's ports could he converted to
military use. The merchant fleets nine dry cargo ships
represent a considerable military support potential.
These units, with an estimated capacih of 35,46
cargo deadweight tors, have a short -haul (18 hours
steaming) troop -lift capability which could he used for
nearseas operations. Only one cargo ship has a hatch
of more than 50 feet in length; none have booms of 30
tons or more lift. Five dry cargo units, %%bich are
emp!oyed in international trade, are government
owned and would be used for military support if
available.
Morocco has 23 airfields with permanent runways
capable of supporting jet aircraft. The planes of Royal
Air Maroc (RAM) and Royal Air Inter (RAI), and
those of other government agencies could be
mobilized on short notice for military purposes. Since
many RAM pilots a e French and all RAI pilots are
Pakistani, pobtical and personnel constraints exist
which might deny the use of Moroccan commercial
aircraft for military purposes. Adectuate Moroccan
flight personnel are believed to be available to fly the
RAM aircraft in the event of mobilization; however,
there are no qualified Moroccan pilots available to fly
the F -27 aircraft of RAI, the Moroccan domestic
airline.
B. Railroads (C)
The government -owned National Moroccan
Railroads (ONCF) total 1,100 route miles of standard
gage line; 493 miles are electrified at 3,000 volts direct
current, and 93 miles are double track. The main lift(
of the system extends north from Marrakech. serving
the capital of Rahat and the major ports of'
Casablanca. Mohannedia, and Kenitra. The line
then extends eastward and provides the only
international rail connection with Algeria. IU miles
east of Oujda. Although traffic is minimal. this line
affords through traffic to "Tunis, Tunisia. Lines from
the major ports of Safi and Tangier connect %%ith this
priniary route as does the line front Bou Arfa in
southeast( rn Morocco.
The railroads serve the major population.
agricultural, mining, and commercial centers of the
country and are ca; of carrying heavy traffic. The
system is superior to those of most African nations
although it is limit( by poor area coverage� a lack of
alternate routs, the predoninance of single track� and
its vulnerability to interdiction. Although a rail line
extends into the Atlas hills and mountains, grades do
not exceed 1.3S \yhich occurs bctween El Guefaf and
Ait Ammar� and carves are moderate. The
mountainous areas have necessitated the constr:ction
of a number of bridges and tumick.
Personnel at the end of 1969 totaled 7,780. "Their
level of compctence is high, largely due to good
training programs which include it 2 -scar apprentice-
ship training center at Meknes. specialized training
courses, and an exchange of trainees with Morocco,
Algeria. and Tunisia.
Two major classification yards and a number of
small yards adequately serve the rail system. The two
major classification yards are at Casablanca Figure 1
FIGURE 1. Classification and repair
facilities, Casablanca (U /OU)
2
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J

and Oujda. The yard at Marrakech is used for the
formation of manganese ore trains and the one at
Khouribga, for the formation of ,phosphate trains.
Facilities at Mohammedia and Kenitra serve major
ports.
Varied terrain and numerous rivers and dry river
beds have necessitated the construction of many
bridges, tunnels, and a number of long, high viadiwts.
Most of the ?50 bridges, 12 feet and over in length, are
of steel construction and all have 22 -short -ton axleload
capacities. The longest bridge, a 673 -foot steel and
concrete structure of through -truss and deck- girder
design, is located at Rabat. Thirty of the 38 tunnels on
the network are located on the line between Fes' and
Oujda. The longest tunnel is 8,47 feet and located 10
miles %west of Taza. All structures are well maintained.
Train movements are controlled by the manual
block system and c are by telephone.
`gnaling is being upgraded by replacing mechanical
signaling with lights, and old levers are being replaced
by electromechanical posts. Motive power consists of
electric and diesel locomotives in very good condition;
approximately 105i of the inventory is undergoing
normal repair at any given time. Rolling stock is old
and in fair condition but is being upgraded by recent
purchases. Normally only 2% is undergoing repair at
any given time. All equipment utilizes standard
European design couplers and side buffers 41' inches
above the top of rail. Air brakes are used on all
equipment. The equipment inventory is adequate in
quantity, and the quality is being improved with
domestically manufactured equipment at Sebaa
Aioun or imported equipment assembled in the
Casablanca shops. The 1971 inventory_ was as indi-
cated below.
Major repair facilities for diesel and electric
locomotives are located at Casablanca and for diesel
locomotives and rolling stock, at Meknes. Main-
tenance depots are located at C asablanca, Oujda,
Ksar el Kebir, and Safi.
The railroads consume approximately 4 million
gallons of diesel oil and 75 million kilowatt hours of
electricity per year. Morocco refines imported crude
oil, most of .which comes from Algeria, the U.S.S.R.,
and Libya. Diesel -oil storage facilities are located
throughout the network. Electricity is furnished at
3,000 volts, direct current from the national net.
Maintenance standards are high and mechanized
equipment is used on heavily trafficked lines,
especially in areas where flooding periodically causes
damage. Maintenance sections of 6 to 30 miles are
'For diacritics on place names, see the list of names on the apron
of the Transportation map, Figure 9, and the map itself.
Locomotives:
Electric
58
Diesel, main line
31
Diesel, switchers
39
Total
128
Diesel electric trainsets
4
Passenger -train cars:
Passenger cars
27
B aggage, etc
70
Total
343
Freight cars government owned)
Box cars
1,562
Gondola
2,132
Flat
1,323
Hopper
1,152
Tank
67
Other
43
Total 6,279
Freight cars privately owned)
Tank 377
Other 140
Total 517
each served by gangs of 12 to 60 men. Presently, major
upgrading activities include grinding of tracks,
renewing drainage facilities, rehabilitating structures,
and welding of track. Signal lights are replacing
mechanical signals on the Casablanca �Sida Kacem
line and electrornec�hanical posts are replacing old
levers.
Freight traffic has continued to increase steadily
since 1965. In 196 the ONCE carried 17 trillion
short tons for 1,391 million ton miles and in 1970
carried 19 million tons for 1,615 million ton miles.
Passenger traffic during the same period increased
from 3.6 to :3.7 million ton -miles with an average
journey of 79 miles and in 1970 totaled 292.3 million
passenger- miles. Phosphates account for nearly half
the rail freight and result in dense traffic between the
Khouribga mining area and Casablanca. Other
principal commodities include manganese ore,
cement, petroleum, fertilizer, and cereals and other
food stuffs. Interruptions to tr ain operations occur due
to washouts resulting from periodic flooding.
For the past few years the ONCE has shown an
operating profit, Nvith 1970 expenditures of
US$798,600,000 and revenues of $804,500,000 for a
$5,900,000 profit.
T- section rail weighs 93 pounds per yard on heavily
trafficked lines and 73 pounds on others. The heavier
rail measures 39 and 59 feet in length and is being
welded from station to station on the main lines. Ties
are laid 1,880 to 2,770 per mile and are steel,
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r
e-9
FIGURE 2. Selected line characteristics of the Moroccan railroads* (C)
TERMINALS; LENGTH
Rabat Casablanca; 55 miles.
Casablanca -Sidi el Aidi; 35 miles...........
Sidi el Aidi Khouribga; 51 miles...........
Khouribga -Beni Idir; 7 miles
El Guefaf -Ait Ammar; 14 miles.......
Khouribga -Oued Zem; 24 miles............
Sidi el Aidi Benguerir; 72 miles............
1.5
Benguerir- liarrakeeh; 46 miles............
YA�.ING TRACXS
Il.?
MAXIMUM
GRADE
MINIMUM
0.8
Sidi Kacem -Fes; 69 miles
RADIUS OF
MAXIMUM
Maximum
!Minimum
0.0
Going
Coming
CURVATURE
AXLELOAD
interval
length
REMARKS
Percent
Feer
Short lons
.11 ilex
Feel
24.2
0.8
0.8
2,624
24.2
15
1,673
Electrified; double tracked on 4 -mile section Ain
1,969
Do.
1.
984
22 0
16
Sebaa Casablanca.
1.0
0.1
1,148
24.2
11
Electrified and double tracked.
1.2
0.0
1,312
22.0
1,706
Diesel traction,
Do.
no
na
na
22.0
nn
na
Electrified; serves phosphate mines at Beni Idir.
!.8
1.0
na
22.0
no
na
Electrified; serves phosphate mines at Ait Ammar.
1.0
1.2
no
22.0
12
2.021
Electrified: double tracked on 3 -mile section
Sidi el Aidi Benguerir; 72 miles............
1.5
Benguerir- liarrakeeh; 46 miles............
Benguerir -Safi; 88 miles
Il.?
Rabat Kenitra; 24 miles
0.5
Kenitra -Sidi Kacem; 53 miles
0.8
Tangier -Sidi Kacem; 124 miles
1.3
Sidi Kacem -Fes; 69 miles
1.5
Fes -Beni Oukil; 209 miles
1.5
Beni Oukil- Oujda; I 1 miles
0.6
Oujda Algerian border; I1 miles............
0.0
Beni Oukil Guenfouda; 11 miles............
1.5
Guenfouda -Hassi Bellal; 28 miles...........
1.5
Guenfoud -Bou Arfa; 168 miles............
na Data Hot available.
Not pertinent.
*Owned and operated by O 1iCF unless otherwise stated.
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Khouribga --Sidi Rhazouani; serves phosphate mines
at Oued Zem.
1.5
1,148
24.2
18
1,969
Electrified.
1.5
1 148
24.
23
1,969
Do.
0.8
I,lilll
22.0
:30
1,X70
Diesel traction.
0.5
2,624
24.2
1:3
1,67:3
Electrified.
0.5
2.624
24 2
16
1,969
Do.
1.
984
22 0
16
1,08:3
Owned by Tang.er -Fes; diesel traction.
1.2
984
24.2
11
1,673
Owned by Tangier -Fes, electrified.
1.5
1 148
24.2
23
1,706
Diesel traction,
0.8
1,148
24.2
11
1,969
Do.
0.0
1 148
24.2
11
na
Operated by Algerian National Railways; diesel
tract'on.
0.0
2,140
:22.0
11
l,9(i9
Die.;-i traction.
0. f
984
22.0
no
na
Diesel traction; serves Morocco's only coal- producing
area.
0.8
2,110
22.0
22
1,640
Diesel traction: ser es manganese mine at Bou .%rf:i.
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prestressed concrete, and wooden types; the steel and
wooden ties are imported. Domestically available
crushed stone, sand, and gravel are used for b�Ilast.
Selected line characteristics of Moroccan railroads
are listed in Figure 2.
C. Highways (C)
The highway system of Morocco is well developed
for Africa, arid generally well maintained. The
network is adequate for the economy of the country
and is assuming increasing importance owing to
highway development and improvement programs.
The density of the network is greatest in the western
and northern parts of the country, particularly within
150 miles of the coast where the principal urban
centers, seaports, and agricultural and mining areas
are located. The sparely populated regions of the
south and southeastern parts of the country are served
mainly by desert tracks. The basic network consists of
a coastal route extending from Tangier to the border of
Spanish Sahara. This route links the major cities of
r;
Tangier, Rabat, Casablanca, Safi, and Agadir. An
s east -west route extends along the Mediterranean coast
from Ceuta, which is a Spanish possession, to the
Algerian border near Oujda. Radial route systems also
t" emanate from the principal cities of Marrakech,
i.
Meknes, and Fes. There are highway and rail
junctions in the principal port and urban areas. A few
bituminous- treated highways along with several
unimproved earth roads provide access to Algeria;
only unimproved earth roads connect with Spanish
Sahara.
The network totals approximately 32,180 miles and
consists of 11,200 miles of bituminous treated surfaces,
about 3,20 miles of gravel, crushed stone, or
stabilized soil, and 17,730 miles of unimproved earth
roads and tracks. Road widths on main roads generally
range from 15 to 30 feet. Surface widths on other roads
range from about 8 to 20 feet. There are earth or
crushed stone shoulders generally 3 to 6 feet wide on
most main roads. The general condition of the
highway system ranges from poor to good. Roads in
the vicinity of larger cities are usually wider and have
better constructed surfaces. The alignment of roads in
the mountainous areas is winding (Figure 3), and there
are numerous steep grades.
There are few structures on the highways in
Morocco. Most of the bridges are on the main roads,
and many of these are very narrow. Concrete bridges
are the most common; this type is preferred bec ause
sand and gravel are available locally. Gross load
capacities range generally from 12 to 21 short tons, but
7
FIGURE 3. Eighteen -foot wide bituminous- treated high-
way, extending through a mountain pass 45 miles
north of Ksar es Souk (C)
newer structures will sustain heavier loads. On many
roads and tracks, streams are crossed by submersible
bridges or fords Figure 4). A number of bridges were
damaged by severe flooding in December 1969 and
January 1970.
The Ministry of Public Works and C min municalions
is responsible for the construction and maintenance of
roads. Responsibility consists of financing, construct-
ing, and maintaining state highways as well as sonic
regional roads. Most regional road construction
programs are formulated by provincial departments
and include responsibility for maintenance. Financial
assistance is provided by the Ministry of Public Works.
Prefectures and municipalities are responsible for
financing, constructing, and maintaining roads within
their areas.
Rough terrain in the Rif and Atlas mountains
greatly complicates the construction of highways.
Heavy seasonal snow and rainfall in the mountains
and shifting sands in the southern desert regions bring
additional problems. Construction materials such as
stone, gravel, and sand are available locally, but steel,
lumber, and bituminous materials must be imported.
Highway improvement is being accomplished
within the framework of the Five Year Development
Plans. Under the 1968 -72 plan the highway program
has been directed mainly to the maintenance and
upgrading of roads to sustain heavier traffic volumes,
extension of interregional roads, and the construction
of roads to connect isolated population centers.
Approximately US$12 million has been allocated for
work on public primary and secondary roads and
about $19 million has been allocated for tourist routes,
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FIGURE 4. Road that crosses a wadi
about 23 miles southeast of Ksor
es Souk. It becomes a ford after
heavy rain. (C)
special projects, and third class roads. Among tli!- more
important projects are those involving the improve-
ment or reconstruction of road links from Rabat to
Casablanca; Sidi Ifni to Tiznit; Tan -Tan to Tarfaya;
and Agadir to Marrakech.
Restrictions to highway transport include inade-
quate road surface and bridge widths; a lack of all
season roads in mail\ areas; narrow and low capacity
bridges, especially in the mountains of the Rii; fords
which are often flooded in the rainy season; and steep
grades and sharp curves in the mountains. Snow
intermittently blocks roads at higher elevations from
Noyembei through April. Landslides interrupt traffic
in the mountainous regions during rainy weather, and
fog limits visibilit,, along the Atlantic coast. Intense
heat and severe sandstorms are serious factors in the
southern desert regions.
Intercity, common carrier -:,ad freight is allocated
exclusively among the various privately owned,
government licensed truckers by the National
Transport Office (ONT), an agency of the
government. Merchandise hauled by private firms for
their own account is excluded from this control. The
principal goods transported include agricultural
products (grains), leather goods, clothing, and textiles.
Traffic volumes of up to 1,000 vehicles per day are
generated on most primary roads, and 200 to 500
vehicles per day on most secondary roads. The annual
average increase in traffic volume has been 8% to 10%
in recent years.
As of 1971, there were 207,470 motor vehicles
registered in Morocco, consisting of 150,450 passenger
cars and :37,000 trucks and buses. Motor vehicles and
transport equipment are imported, mostly from
France and Italy.
Characteristics of the most important highways are
listed in Figure 5.
D. Pipelines (C)
\Morocco has no significant long distance petroleum
pipelines in regular use; there are two pipelines, one
for crude and one for refined products, which were
formerly of some im xrrtance. Therc are also crude -oil
gathering ';fines near the refinery at Sidi Kaceni and
several natural -gas pipelines.
The crude -oil line was installed from the Sidi
Rhalem oilfield cast of Essaouira to rail transport
facilities at Safi. The 120- kilometer line is 4 inches in
diameter and has a capacity of about 2,000 barrels a
day. Since the petroleum resources of the Sidi Rhalem
field are nearly depleted, little cil is currently flowing
through tl:9s line.
The refined- products pipeline was constructed by
the U.S. Government to transport fuel from the port of
Casablanca to four U.S. Air Force bases that formerly
operated in the northwestern part of the country. The
line has a total length of nearly 500 kilometers, but it
has not been used since the airfields were turned over
to the Moroccan Government in the earl\- 1960's.
Gathering lines, Lill less than 15 kilometers in length,
transport crude to the petroleum refinery at Sidi
Kacem from several small oilfields in the vicinity. The
only long dis.ance natural -gas pipeline extends
approximately kilometers from gas deposits at the
Sidi Rhalem oilfield to Essaouira. There are also some
minor natural -gas pipelines which serve the Sidi
Kacem refinery and several small industrial plants.
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1
FIGURE S. Selected highways of Morocco (C)
ORIGIN AND DESTINATION DISTANCE
Agadir to Casablanca via Marrakech (347 miles):
Mile 0 to Mile 91
Mile 91 to Mile 197 (Marrakech)
Mile 197 to Mile 347
Marrakech to Meknes via Azrou (29 miles):
Mile 0 to Mile 50 (El Kelaa des Srarhna)
Mile 50 to Mile 254 Azrou)
Mile 254 to Mile 294
Rabat to Oujda via Guercif (346 miles):
Mile 0 to Mile 244 (Guercif)
Mile 244 to 14fle 346
Meknes to Tangier via Souk el Arba du Rharb (163
miles):
Mile 0 to Mile 68 (Souk el Arba du Rharb)
Mile 68 to Mile 163
Oujda to Algeria border near Figuig via Bou Arfa
(263 miles):
Mile 0 to Mile 193 (Bou Arfa)
Mile 193 to Mile 263
SURFAC' TYPE
91 Bituminous treatment....
106
....do
150
....do
50
....do
204
....do
40
....do
244
....do
102
.do
SURFACE WIDTH
SHOULDER
WIDTH
REMARKS
Feel
Feet
17
0 -3
Undulating alignment. Four cords and three bridges.
Road being improved.
12 -17
0 -:3
Mountainous alignment. One mountain pass, one
defile, and two bridges. Road being improved.
IR
0 �:3
Undulating to hilly alignment. Two bridges.
20
5 -11
Undulating alignment.
15 -20
0 -3
Mountainous alignment. Four bridges.
20
3
Undulating alignment.
20
4 -6
Undulating alignment. Six bridges.
20
0 -3
Undulating alignment. One bridge.
68 ....do 20
95 ....do 18 -30
193 ....1o 15 -25
70 ....do 12
Agadir to Rabat via Tleta Sidi Mbarek Bou Guedra
and Casablanca (360 miles):
Mile 0 to Mile 160 (Tleta Sidi Nlbarek Bou 160 ....do ,6-20
Guedra).
Mile 160 to Mile :360 (Rabat) 200 ..do........ 21- :30
t
t
i
a
i
s
3 Undulating alignment.
0 -3 Hilly to flat alignment.
0 -3 Undulating alignment.
6 -10 Flat alignment. Man; fords and culverts. One
half mile of earth road between Figuig and
border.
2 -4 Undulating to mountainous alignment. Nine
bridges.
1 6 Flat to undulating alignment. Six bridges.
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E.. Ports C
III'r(' ,IR' 1'I-lit lll:lilll :11111 I I 111111(tl Iu111 I lll�
I'll Wit' t. Il', ;111(1 1,1111 111 1111' (Itllt I
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in11)'Ir1.111t l \,I\ ;lil .11111 III'ili1' la1'ilit\ nI\\ .I
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,1 1)11ll111�111 IIII� rl�III I I i II III I l)I tIt� 111 \l 1 111 rl �('II I rl
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F;GURE 6. Port of Casablanca, looking east (U /OU)

co
FIGURE 7. tv.ojor ports (C)
NAME; LOCATION; MILITARY
PORT CAPACITY
Agadir
30Q24'N., 9 �36'1'.; on Atlantic
coast about 210 miles SSW. of
Casablanca.
5,800
Casablanca
33 �36'N., 7 �37'W.; on NW.
coast about 160 statute miles
SW. of the Strait of Gibraltar.
25,100
Ceuta
35 �54 5�19'W.; on N. coast
13 miles S. of Gibraltar and 25
miles E. of Tangier.
15.100
Kenitra
34 �16 6 �36 about 110
miles SW. of the Strait of
Gibraltar and 70 miles NE. of
Casablanca; 9 miles above
mouth of Oued Sebou (river).
5,600
Footnote at end of table.
ACTIVITIES
Development of port has resulted largely
because of need of an outlet for agricultural
products and minerals of southern Morocco.
Principal receipts are POI. products, building
materials, food products, fertilizers, insec-
ticides, and machine tools. Priucipal shipments
are ores, agricultural products, and fish.
Small shipyard specializes in repair of fishing
craft.
Ilandles over 75% of the maritime trade of the
country. Principal receipts are POL products,
lumber, coal, unrefined sugar, food products,
and general cargo. Princi -al shipments are
phosphate, iron and manganese ores, grain,
fruit, refined sugar, and vegetable fibers.
Moroccan Naval Headquarters is located
here. One shipyard has graving dock with
floor length of 492 ft. and 2 marine railways,
the larger having a hauling capacity of 700
tons.
Port is entirely Spanish. Best and most active
bunkering port in Morocco. Principal receipts
are POL products, coal, sugar, wheat, and
potatoes. Principal shipments are c�entent,
cork�, and minerals. Location of Spanish
patrol -craft base. 'I'wu small shipyards
specializing in repair of .small craft. Largest
marine railway has hauling capacity of :350
tons.
Small river port whose activities have declined
in recent years. Principal receipts are POL
products and general cargo. Principal ship-
ments are grain, lead ore, wine in bulk, cork,
finished paper and cardboard, and agricultural
products. Site of U.S.- operated naval cnnl-
munications system. One small repair facility
with a ntud slipway for hauling out vessels up
to 50 tons.
HARBOR
Artificial inner harbor and a roadstead.
Inner harbor has water area of about 120
acres and depths of 15 to 33 ft. Berths
rather than fairways leading to them
re.trict the size of the vessels accom-
modated.
Artificial well protected coastal harbor
consisting of an outer harbor and all
inner harbor with 3 basins, a water area
of about 2 sq. miles and depths ranging
from 7 to 55 ft. Limitations on size of
vessels that can be berthed in the port
are imposed by the dimensions of the
berths rather than b the controlling
dimensions of the fairways.
Artificial, well protected, semicircular har-
bor with water area of about 400 acres
and depths of 9 to 50 ft. Depths leading
to berths exceed depths in berths.
Consists of a stretch of the Sebou River
about 10 miles long from the river mouth
upstream and 350 to 1,500 ft. wide
between the chart datum lines: gen; ral
depths are 8 to 2.1 ft. Maximum length of
ressel that can he accommodated is :377
ft. and draft Ili ft.
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BERTHS
Alongside For 2 standard and 5 small ocean
type cargo vessels, 5 small coaster -tope
cargo vessels, 10 lighters, and I small ocean
type tanker.
Anchorage Large number of standard berths
of all rhisses S. of harbor entrance in depth-
of 20 to 50 ft, over good holding ground of
sand; good protection except from occasional
W. winds which make 5erths untenable.
Alongside For 16 large, 1:3 standard, and :3
small ocean -type cargo vessels, 2 .standard
and 3 small coaster -type cargo vessels, 18
lighters, and 2llrge ocean -type tankers and I
standard coaster -type tanker.
Anchorage 2 ocean -type cargo vessels, light
cruiser, 5 coaster -type cargo vessels, small
naval vessels. In outer harbor In depths of
20 to 52 ft. over poor holding ground of sand
and rocks, exposed from N. to E.
Mooring -1 large passenger ship, aircraft
carrier, and 1 coaster -type cargo vessel;
small naval vessel. Single -buoy berths in
outer harbor, depths 21 to :30 ft., exposed
from N. to E.
Alongside For 4 large, 7 standard, and :3
small ocean -type cargo vessels, 2 standard
and 8 small coaster -t cargo vessels, 20
lighters, 1 large, 1 standard and 1 small
ocean -type tankers, and 1 standard coaster-
type tanker.
Anchorage- -For large numbers of standard
herths of all classes N. of harbor entran -e
in d. of 36 to 120 ft. over poor holding
ground of sand, gravel, and rock; un-
protected except trout S.
Alongside--For 9 .small coaster -type cargo
vessels, 28 lighters; 1 standard coaster- t��p
tanker, and 2 representative sound -and-
river -type tank barges.
Anchorage For large numbers of standard
berths of all classes in open roadstead off
ricer entrance in depths of 20 to 100 ft. over
good holding ground of ntud, but completely
exposed to winds and Swells.

i
0
FIGURE 7. Major ports (C) (Continued)
NAME; LOCATION; MII ITARY
PORT CAPACITY ACTIVITIES
Melilla
35 �19 2 �57'x'1'.; on N. coast
about 150 miles E. of the Strait
of Gibraltar.
8,000
111ohammedia
33 �42'N., 7 �25'W.; about 150
miles SW. of the Strait of
Gibraltar and about 14 miles
NE. of Casablanca.
1,200
Safi...............
32 �19 9 �14'W.; on Atlantic
coast about 110 miles SW. of
Casablanca.
5,700
An ancient port belonging to Spain; primary
activity ore shipping. Principal receipts are
POL products, coal, and food products.
Principal shipments are iron ore. One small
shipyard specializes in repair of small native
craft.
Prin.ary importance is as an oil- discharge port
and fishing ct..ter. Principal receipts are POL
products and principal shipments are fish and
fish products. One small shipyard specializes
in repair of small fishing craft.
An important phosphate- shipping and fishing
port. Its location has been an important
factor in its growth and development.
Principal receipts are POL, building materials,
and general a .go. Principal shipments are
phosphate and fish. One small shipyard makes
floating repairs to ocean- goinf; vessels and
specializes in repairs to small craft; 1 marine
railway, hauling capacity 60 to -is.
Tangier
35 5 on NW.
coast on Strait of Gibraltar
opposite Spanish mainland.
5
Primary activities center around the "free zone�
operation which was created in January 1962.
Principal receipts are food, POL products,
manufactured goods, and steel products.
Principal shipments are cement, cork, and
vegetable fiber. One smail shipyard specializes
in repair of small fishing craft.
HARBOR
Artificial harbor consists of an open bight
protected by 2 breakwaters with water
area of about 225 acres and depths of 7
to 45 ft. Depths leading to berths exceed
depths in berths.
Improved natural harbor formed by a
peninsula and 2 converging breakwaters
with water area of about 27 acres and
depths of 6 to 19 ft. harbor entrance
between the heads of breakwaters is
about 600 ft. wide and has controlling
depth of 17 ft., over width of 260 ft.
An open roadstead and an artificial inner
harbor with water area of about 70 !toes
and depths of 7 to 29 ft. Depths leading
to berths exceed depths in berths.
Artificial harbor protected by a breakwater
on the N. side and mole on the S. side
with a water area of about 100 acres and
depths of 6 to 33 ft. Depths leading to
berths exceed depths in berths.
BERTHS
Alongside For 5 large, 3 standard, and 1
small ocean -type cargo vessels, 2 standard
and 1 small coaster -type cargo vessels, and
3 lighters. Also for 5 small ocean -type
tankers as alternative berths.
Anchorage �For large numbers of standard
berths of all classes in roadstead in depths
of 48 to 90 ft., over good holding ground of
mud and sand. Area unprotected.
Alongside For 1 si tall ocean -type cargo
vessel, 5 lighters, 1 ,urge ocean -type and I
standard coaster -type tankers.
Anchorage- For large numbers of standard
berths of all classes 1 12 mile N. of port in
de -ths of 40 to 90 ft., over poor holding
round of sand and rock, unprotected and
exposed to winds and heavy swells.
Alongside--For 7 standard and 2 small
ocean -type cargo vesse:i, I standard and 2
small coaster -type cargo vessels, and 3
lighters; also for 1 small ocean -type tanker
as an alternative berth.
Anchorage -For large numbers of standard
berths of all classes in roadstead in depths
of 20 to 90 ft. over good holding ground of
mud and sand open to W. and untenable
during strong AN'. winds.
Alongside- -For 4 standard and 2 small
ocean -type cargo vessels, 3 standard and 2
small coaster -type cargo vessels, 17 lighters,
and 1 standard ;,eean -t.ype tanker.
Anchorage �For large numbers of standard
berths of all classes northeast of port in
Tangier Bal in depths of 40 to 100 ft. over
good holding ground of sand, open from N.
to E.
*The estimated military port capacity is the maximum amount of general cargo expressed in long tons- that can be unloaded onto the wharves and cleared from the wharf
aprons during a period of one 24 -hour day (20 effective cargo working hours). The estimate is based on the static cargo transfer facilities of the port existing at the time the
estimate is prepared and is designed for comparison rather than for operational purposes; it cannot be projected beyond a single day by straight multiplication.
c
i
i
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also adequate to meet normal requirements.
Casablanca has plans to increase the size o, the port by
creating new quays and basins evstward of the present
facilities. The new facilities will be used for handling
containers, roll -on /roll -of` traffic, grain, and general
ca rgo.
Figure 7 provides details on all major ports
F. Merchant marine (C)
Morocco's merchant fleet carries only a small
portion o country's total volume of international
seaborne trade. Most of the seaborne exports and
imports are transported by foreign shipping, mainly
foreign -flab; ships tinder Moroccan charter.
The merchant fleet consists of 13 ships of 1,000 gross
register tons (g.r.t.) and over, totaling 36,889 g.r.t. or
48,404 deadweight tons (d.w.t.) as follows:
TYPE
No. C.R.T.
D.W.T.
Dry cargo
9 31,414
42,224
Refrigerator
2 3,050
3,980
Wine tanker
2 2,425
2,200
Of the fleet deadweight tonnage 851, (two ships) is less
than 5 rears old, 64 1 /r (`our ships) is between I 1 and 15
gars old, and 285 (seven ships) is more than 1:5 years.
Eleven ships (seven dry cargo, two refrigerator, and
two wine tanker) are between 700 and 3,000 d.w.t.;
the two remaining ships are dry cargo units of 12,545
d.w.t. and 14,260 d.w.t. All ships are diesel powered
and have operating speeds of 12 to 16 knots.
Merchant tonnage is controlled by four domestic
and two foreign beneficial owners (entities which take
the profit or loss from operations). The largest owner is
the Moroccan Navigation Company (Conpagnic
I'vlarocaine de Navigation), Casablanca, which
operates five dry cargo ships and one wine tanker
totaling 35,694 d.w.t., comprising 741/(' of the total
fleet deadweight tonnage. The \7oroc�can Govern-
ment controls about 80'1 of the capital shards of this
compan% the remaining shares are owned by private
interests. The privately owned domestic shipping
companies, all located in Casablanca, which control
7,340 d.w.t., are the Moroccan Naval Company (La
Navale Cherifienne, S.A.), with one 700- d.w.t. wine
tanker; the Moroccan Fruit Shipping Company
(Societe Marocaine de Navigation Fruitiere), with one
2,900- d.w.t. dry cargo ship; and the Moroccan Sea
Navigation Company (Societe Marocaine de
Navigation Maritime, S.A.) with two 1,990- d.w.l.
refrigerator ships. Two French -owned shipping
companies, with headquarters in Paris, control a total
of 5,130 d.w.t. as follows: the General 'Transatlantic
Cornpar. (Compagnic Generale Trunsatlantique,
S.A.) �two 1,367- d.%%.t. dry cargo ships; and the
Shipping Management Corporation (Societe Anonyi e
de Gerance et (I'Arrnement, or SAGA �one 2,396-
d.w.t. dry cargo ship.
The fleet is employed in both liner (scheduled) and
tramp (unscheduled) service in the general areas of the
cast and west coasts of Africa, Mediterranean,
Western Europe, Baltic, east coast of Canada, east
coast of South America, south and oast coasts of Asia,
and Australia.
Morocco's fishing fleet of more than 26,000 vessels,
consisting mainly of small, wooden fancily -owned
inclndcs five oceangoing ships ranging between
0)0 and 499 g.r.t.
(Merchant marine functions are administered hv_ toe
Ministry of Industry and "Trade thtougl: the
Directorate of the Merchant Marine and Sea Fisl�ing.
Included in Moroccan laws and regulations is a
provision that Moroccan -flag ships or )0oroccan
chartered vessels will carry where practicable 4Wi of
the import and 30 of the export of certain seaborne
commodities. In addition, the government stipulates
that all goods exported or imported by government
establishments, semipublic establishments, companies
holding government concessions, or companies
receiving subsidies, must be carried by Moroccan -flag
ships or Moroccan chartered vessels. Charters are
authorized onfv for Moroccan shipping companies,
freight companies, and registered agents in Morocco.
Morocco is a member of the Inter Governmental
Maritime Consultative Organization (IMCO) and a
party to the following IMCO conventions: Safety of
Life at Sea, .948 and 1960; Prevention of Collisions at
Sea, 1960; Oil Pollution, 1954 and 1962; and Load
Lines, 1966. The Moroccan Government provides
neither direct nor indirect subsidies for ship operations
or shipbuilding.
The govcnunent provides training for seafaring
personnel at the Merchant Marine Officers Training
School at Casablanca and the Maritime Apprentice-
ship Schools at Agadir and Safi. In addition, the
government grants scholarships for out -of- country
training for selected officer personnel.
G. Civil air (C)
Royal Air Maroc (RAM), Morocco's principal
scheduled airline, was formed in 1953 by the merger of
two Moroccan carriers, Air Maroc and the Air Atlas
Companv (Societe Air Atlas). Ownership is shared by
the Moroccan Government (67 Air France (171/
and minor shareholders. RAM flies 23,900 undupli-
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sated route miles to 22 cities in Europe a+ J northwest
Africa and to four domesti_� points. Flights to France
arid to some domestic points are flown in pool with Air
France, which also provides technical assistance to the
airline. RAM leads neighboring countries' airlines in
technical capacity, nationalization of key positions,
and e�irnings.
Roval Air Inter (RAI) was established early in 1970
to operate services within Morocco. Principal shares
are held by RAM (85%) and the remainder Imy minor
shareholders. Scheduled passenger services are
operated between Agadir, Al Hoceima, Casablanca,
Fes, Ksar es Souk, Marrakech, Meknes, Ouarzazate,
Oujda, Rabat, Tangier, and 'Tetuan. R.d flight
personnel are primarily foreign nationals. All required
ground service is handled by RAM. RAI showed a
deficit in its first year of operation.
Civil air activities other than air carrier operations
encompass agricultural flying particularly for locust
control aerial photography, and charter flights.
These operations are carried out both by government
agencies and commercial companies. The principal
airwork company, Agro -Air Maghreb (Societe
Agricolair Maghreb), provides crop dusting,
surveying, air taxi. and charter services, as well as
maintenance and repair of light aircraft and engines.
The Moroccan Governmev', �i plies some support to
general aviation by rr.ictaining airfields and
subsidizing aeroclubs.
Approximately 145 civil aircraft are registered in
Morocco. Of these, 10 have a gross weight of 20,000
pounds or more. RAM owns six of the major transport
aircraft consisting of four Aerospatiale Caravelle Ills,
and two Boeing 727- 200's. RAI owns two Fokker F -27-
600's; and the King of Morocco owns two Dassault
Falcon 20's. Agro -Air Maghreb operates a fleet of 18
light aircraft. The remaining aircraft are owned and
operated by various governmental agencies;
acroclu! nonscheduled, airwork, arid nonaviation
enterprises; and private individuals.
Approximately 6,500 personnel are e;mgaged in civil
aviation activities in Morocco, including 2,500
employed by the Civil Air Directorate, 1,600 by RANI,
and ab ut 100 by RAI. In addition, about 2,200
persons have been issued student or private pilot
permits. RAM employs about 40 transport pilots
(including six Moroccan captains and 15 Moroccan
first officers), 18 other flight personnel (mostly
Moroccan), and 275 maintenance personnel. RAM's
foreign employees are primarily French nationals. RAI
employs Moroccan, Belgian, West German, Austral-
ian, and Pakistani pilots; the remaining RAI
employees are on loan from RAM. Efforts are being
12
trade to train indigenous personnel to fill all airline
positions. It is expected that all flight engineer
positions will be held by Moroccans by the end of
1972.
Much of the aviation training activity in Morocco is
conducted by the Air Directorate at the Training
Center for Civil Aviation and Meteorology. The
school is located at Casablanca /Anfa airfield and
provides training in the fields of electronic
maintenance, meteorology, navigation, air traffic
control, and communications. The RAM training
center, also located at the Casablanca /Anfa airfield,
conducts courses for pilots (including flight
instruction), flight engineers, radio operators, arid
aircraft maintenance technicians. Foreign students are
accepted at both schools on it quota basis. Basic flight
instruction in light aircraft is given by the acroclubs.
Advanced pilot training for RAM personnel is
provided in France by Air France. Boeing 727
transitional training for RAM flight personnel has
been received in the United States. Moroccan aviation
students also receive training at the schoo! sponsored
by the International Civil Aviation Organization
(ICAO) in Tunis, Tunisia.
Major maintenance and repair of RAM arid RAI
aircraft are performed at Casablanca /Anfa airfield.
Limited maintenance facilities are located at
Casablanca Nouasseur and Rabat -Sale airfields.
Major maintenance and overhaul are accomplished
by Air France in Paris. RAM is also a major customer
of the Middle East Airlines engineering department in
Beirut. Agro -Air Maghreb has the principal light
aircraft repair station in Morocco and services aircraft
for most of the private owners and the aeroclubs. Its
facilities at Casablanca /Anfa are equipped to service
all types of light American aircraft. Maroc Aviation of
Casablanca, it subsidiary of the French firm,
Aerospatiale, maintains a repair shop for aircraft
instruments.
Control and regulation of civil aviation in Morocco
are the responsibilities of the Air Directorate of the
Ministry of Public Works and Communications. The
Air Directorate functions primarily through three
subordinate organizations which handle civil
aeronautics, airports, and meteorology, respectively.
Legislation dealing with basic civil aviation law was
codified by government decree in July 1962 and
amended in 1970.
Morocco is a member nation of ICAO, adhering to
the Chicago Convention on International Civil
Aviation in November 1956. The Moroccan
Government has civil aviation agreements or
provisional arrangements with 26 nations including
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Bulgaria, Czechoslovakia, Hungary, Yugoslavia, and
the U.S.S.R. Morocco is served by 20 foreign airlines
including Communist carriers from Bulgaria,
Czechoslovakia, and the U.S.S.R. These airlines
conduct flights between Morocco and 39 countries in
North and South America, Europe, the Middle East,
and Africa. Air France has cabotage rights between
five points in Morocco.
Air Maghreb, a proposed joint international
consortium involving the pooling of equipment and
services of Roval Air Maroc, Air Algerie, and Tunis
Air, was abandoned because of political difficulties,
and the proposal has not been renewed.
H. Airfields' (C)
The air facilities system of Morocco consists of 87
airfields and four seaplane stations. Three airfields are
joint military /civil, 21 are military, and 63 are civil. In
addition there are 56 unusable sites. Most of the major
installations are near the large urban centers in the
northwest coastal area. The remaining airfields, both
major and minor, are evenly distributed throughout
the country. Three of the four airfields constructed by
the U.S. Air Force are closed: Ben Slimane, Benguerir,
and Sidi Slimane.
Casablanca /Nouasseur, a former U.S. Air Force
base and Morocco's largest and best international
airfield, has excellent facilities; Casablanca /Anfa, also
one of Morocco's main civil airfields, has support
facilities which are adequate. Tangier /Boukhalf,
Fes /Sails, and Al Hoceima -Cote du Rif are civil
airfields, capable of handling jet traffic. Rabat -Sale
and Sidi Ifni are joint airfields which can support jet
fighter aircraft a:: well as medium bombers. Two of the
former J.S. airbases could support heavy bombers. A
total of 23 have hard- surfaced runways and are
capable of handling jet aircraft; the remaining
airfields are usable by C -47 type aircraft. The four
seaplane stations are available only for emergency use.
Most primary airfields are well maintained and have
support facilities. The secondary airfields have
occasional maintenance.
Figure 8 lists characteristics of selected Moroccan
airfields.
I. Telecommunications (C)
The telecommunications (telecom) system of
Morocco consists of well- integrated, high capacity,
open -wire, cable and radio -relay networks which serve
'For detailed information on individual airfields in Morocco see
Volume 17, Airfields and Seaplane Stan ass of the World, published
by the Defense Mapping Agency, Aero .ce Center for the Defense
Intelligence Agency.
practically all populated areas. Nearly all telecom
facilities are owned and operated by the government.
The Ministry of Posts, Telephone, and Telegraph
controls public telephone and telegr. +ph facilities;
radio and TV broadcasting is controlled by the
Ministry of Information and administered by
Radiodiffusion Television Marocaine (RTM), a
subordinate agency.
Domestic telecom systems have been considerably
expanded and modernized in recent years. Long
distance and local networks generally provide
sufficient channels or circuits to handle most
requirements. Open -wire lines, many of which are
carrier equipped, serve practically the entire country
and form an extensive intercity network. The principal
trunk lines between the major cities, however, are
provided by the coaxial cable network, which extends
along the Atlantic coastal region from Agadir in the
south to Tangier in the north, with extensions inland
to Marrakech, Fes, and Tetouan. The Moroccan
portion of the underground, multiconductor North
African cable extends from Casablanca westward
across the country to Oujda and on into Algeria and
Tunisia. Several separate radio -relay networks
supplement the open -wire and cable networks. A
special radio -relay net is used exclusively to relay TV
programs. Domestic submarine cables serve the area
along the Mediterranean coast. Domestic radiocom-
munication facilities are of little importance except in
the former Spanish enclave of Sidi Ifni. The HF circuit
between Sidi Ifni and Rabat offers the only
connection this area has to the public telecom system.
Telephone and telegraph service is available
nationwide and telex service is available in most
government and commer,:ial centers. The country
ranks fourth in Africa and fourth among all Arab
countries in total number of telephones. App.oximate--
ly 45% of the almost 170,000 telephones are in the
principal telecom centers, Casablanca and Rabat. The
more important secondary centers are Marrakech,
Tangier, Tetouan, and Fes. Over 80% of the nation's
telephones are connected to automatic exchanges:
most of the remaining manual exchanges are in small
settlements southeast of the Atlas Mountains.
InMrnational service is provided by HF radiocom-
munication, landline (both open -wire and multicon-
duetor cable), radio relay, submarine cable, and
communications satellite facilities. International
radiocommunication stations are located at Casa-
blanca and Rabat. The Casablanca stat ;on provides a
direct link with France; the Rabat station, with
transmitters near Rabat and Tangier, has direct
circuits with France, Mali, Senegal, and Tunisia. The
North African cable, which originates at Casablanca,
13
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FIGURE 8. Selected airfields (C)
aircraft in terms of the single -wheel equivalent
continues eastward through Algeria to Tunis, Tunisia;
there are also extensions of the open -wire network into
Algeria. The radio -relay station at Cap Spartel, near
Tangier, provides telephone and telegraph links to
Gilbraltar c,nd to Seville, Spain; an additional link,
used exclusively for TV, extends to Lujar, Spain. There
is also a radio -relay link het %een the Spanish enclave
of Ceuta and Algeciras, Spain. In addition to the
government PTT facilities, a major international I-IF
radio -relay station at Tangier is operated by RCA
Global Communications, Inc., a private international
corporation. Although not directly serving Moroccan
users, the RCA facility facilitates the handling of
worldwide traffic. Eleven submarine cables intercon-
nect Morocco arid the Spanish enclaves of Ceuta and
Melilla with foreign countries; six extend to Spain,
two to France, and one each to Algeria, Gibraltar,
and Senegal. A communication ground satellite
14
station at Ain el Aouda, 30 kilometers south of Rabat,
is operated by the Moroccan Satellite Conununic�a-
tions Company (SOMATELSAT) and is affiliated
with the International Telecommunications Satellite
Consortium (INTELSAT). The station is used
primarily for transatlantic communications.
Special- purpose systems are operated by a number
of government agencies, including the police, military,
aeronautical, maritime, and railroad authorities.
Coastal radio stations at Agadir, Casablanca, Safi, and
Tangier provide telephone service to ships at sea.
Morocco has extensive radiobroadcast and TV
facilities. AM radiobroadcast stations provide almost
nationwide coverage. The most powerful station,
located at Azilal, south of Beni Mellal, has a 400
kilowatt transmitter. This station, and the 100- to 140
kw. stations at Agadir, Oujda, ar.d Sebaa Aioun,
provide coverage to almost all of the country. They are
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200080029 -6
LONGEST RUNWAY:
LARGEST
SURFACE; DIMENSIONS;
AIRCRAFT
ELEVATION ABOVE
NORMALLY
NAME AND LOCATION
SEA LEVEL
ESWL SUPPORTED
REMARKS
Feet
Pounds
Al hoceima -Cote du Rif......
Asphalt............
36,000 Viscount......
:'ivil. Primary purpose for construction
35 �11'N., 3 �50'W.
7,087 x 148
was to develop tourist potential of this
89
section of the Mrditrrranean. Airfield
has both jet fuel and aviation gas.
CasablancalAnfa
Asphalt.
36,006 ....do........
Civil. International airfield for both
33 �34'N., 7 �40'\1'.; SW. of
6,004 x 148
internat:onal and domestic airlines.
Casablanca.
203
Aviation gas and jet fuel uvailuble.
Casablanca INouasseur........
Asphalt
105,590 Boeing 747
Do.
33 22'N., 7 �35'\1'.; S. of
12,205 x 300
Casablanca.
655
Fes /Saiss
Asphalt.............
36,000 Viscount......
Civil. Civilian airlines use airfield utilizing
33 �56'N., 4 �58'W.
6,556 x 148
Caravelle, DC 6, and C -47 equipment.
1,900
No services available.
Kenitra
Concrete............
50,000 C-124
Military. The U.S. Navy maintains a
34 6 �36'\i'.
8,000 x 200
vast communications system on this
16
Moroccan base. Both aviation and jet
fuels are available.
Marrakech
Asphalt.............
23,680 F- 27..........
Joint. RMAc u� :c base for pilot training.
31 8 �02'W.
7,644 x 148
Civil airlines Ise base. .let fuel and
1,539
aviation gas available.
Meknes
Asphalt.......
36,000 C 130.........
Military. headquarters for RM:1F fighter
33 5
8,268 x '.64
squadron. Aviation gas and jet fuel
1.890
available.
Rabat Sale
Asphalt.............
:36,000 do........
Joint. Civil airlines and 11MAF'. first
34 03'N., 6
8,2f8 x 148
Transport Squadron use airfield. Jet
276
fuel and aviaN -n gas available.
Tangier /Bouk half
Asphalt.............
66,560 Boeing 727....
Civil. Domestic airlines used only on this
35�44'N., 5 �ri :i'\1'.; S of
1,483 x 148
airfield, purchased by the government
Tangier.
56
rronl Air 1
*Equivalent Single -Wheel Loariirg: Capacity of an airfield runway to sustain the
weight of any multiple -wheel landing -gear
aircraft in terms of the single -wheel equivalent
continues eastward through Algeria to Tunis, Tunisia;
there are also extensions of the open -wire network into
Algeria. The radio -relay station at Cap Spartel, near
Tangier, provides telephone and telegraph links to
Gilbraltar c,nd to Seville, Spain; an additional link,
used exclusively for TV, extends to Lujar, Spain. There
is also a radio -relay link het %een the Spanish enclave
of Ceuta and Algeciras, Spain. In addition to the
government PTT facilities, a major international I-IF
radio -relay station at Tangier is operated by RCA
Global Communications, Inc., a private international
corporation. Although not directly serving Moroccan
users, the RCA facility facilitates the handling of
worldwide traffic. Eleven submarine cables intercon-
nect Morocco arid the Spanish enclaves of Ceuta and
Melilla with foreign countries; six extend to Spain,
two to France, and one each to Algeria, Gibraltar,
and Senegal. A communication ground satellite
14
station at Ain el Aouda, 30 kilometers south of Rabat,
is operated by the Moroccan Satellite Conununic�a-
tions Company (SOMATELSAT) and is affiliated
with the International Telecommunications Satellite
Consortium (INTELSAT). The station is used
primarily for transatlantic communications.
Special- purpose systems are operated by a number
of government agencies, including the police, military,
aeronautical, maritime, and railroad authorities.
Coastal radio stations at Agadir, Casablanca, Safi, and
Tangier provide telephone service to ships at sea.
Morocco has extensive radiobroadcast and TV
facilities. AM radiobroadcast stations provide almost
nationwide coverage. The most powerful station,
located at Azilal, south of Beni Mellal, has a 400
kilowatt transmitter. This station, and the 100- to 140
kw. stations at Agadir, Oujda, ar.d Sebaa Aioun,
provide coverage to almost all of the country. They are
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CONFIDENTIAL
supplemented by 50- kilowatt transmitter% at Tetouan
and by low -power transmitters at Casablanca,
Marrakech, Rabat, Safi, and Tangier, and the Spanish
enclaves of Ceuta and Melilla. International programs
are broadcast in several language from transmitters at
Sebaa Aioun and Tangier. There is a large Voice of
America station also at "Tangier. FM transmitting
facilities are located only at Rabat, Casablanca, and
Sebaa .Aioun. Radiobroadcast receivers number about
one million. TV programs :.re ont ins ,ed at stations in
Casablanca and Rabat and are rebroadcast by 13
relav stations. Distribution of the stations k sufficient
to provide satisfactory reception throughout most of
the region northwest of the Atlas Mountains. The
most powerful transmitting facilities are at
Casablanca, Rabat, and hi elevations in various
parts of the country selected to provide coverage: over
extensive areas. Additional relay stations, located in
urban areas, have low power outlets and were
established to serve local areas. Telecasts are
exchanged with Europe through the Eurovisi