In the islands, they are playing a diversion with Mercosur while the market is completely locked down, dedicating themselves to asking Brussels for money to protect the island tomato while Swiss-French capital cherry tomatoes from the former Villa Cisneros are coming from Agadir, where the future Dakhla Atlantique macroport will be located.
Forget diplomatic promises. In the world of bunkering and logistics, what matters are tons, growth percentages, and execution timelines. After analyzing the technical report of the National Port Strategy 2030 issued this December 2025, it is clear that Agadir has a financial roadmap that, despite its delays, has volume goals that will directly impact the traffic of the Archipelago.
They publicly speak of Agadir as the major hub of the south, but its 2026 mathematics indicate that it is a port struggling to finance its expansion. The Canary Islands have a 5-year window of opportunity before the railway connection and the new container terminal change the rules of the game in the Mid-Atlantic.
The magic figure for Morocco is 16 million tons (MT). This is the target commercial capacity that the National Ports Agency (ANP) has set for Agadir by 2030. Currently, the port of Agadir is a ‘generalist’ facility that survives thanks to diversification: it handles solid bulk (cereals, coal, fertilizers) and liquid bulk (hydrocarbons), but its strength lies in the primary sector. Between 2010 and 2020, commercial growth was 24%, a rate that experts consider ‘limited’ (+2.4% annually) compared to the explosion of other hubs, but Morocco plans to accelerate this with infrastructure investment.
The ‘debt’ of the cruise terminal
This is where Turkish capital in Las Palmas still wins by a landslide, but Moroccan mathematics is persistent. The dedicated cruise terminal project was originally scheduled for 2011. Since then, the report reveals that multiple bid cancellations have occurred. To this day, cruise ships continue to share docks with general cargo, resulting in constant ‘use conflicts’. However, the ANP has relaunched a new series of technical studies in 2025 to position Agadir as a major stop in Atlantic circuits by 2030, competing directly for the winter routes of the islands.
Cruise ships continue to dock at commercial berths, generating usage conflicts that reduce operational efficiency by 15-20% during days of simultaneous calls. The Plan B: The National Ports Agency (ANP) has injected a new allocation for technical studies in order to have a dedicated berth before 2030, seeking to attract part of the 600,000 cruise passengers circulating through the archipelago.
Logistics beyond the walls: The Dry Port of Drargua
Given the physical impossibility of growth (boxed in between the city and the sea), Agadir has shifted its calculator inland. The strategy is based on three land pillars: A specialized park for the valorization of marine products (Halieutis Plan of 2009), the Dry Port of Drargua, currently under development to relieve congestion at the port facility. The missing figure is the 0% railway connection. The report confirms that the 2022 target was not met, and now its profitability relies on the future high-speed line (LGV) Marrakech-Agadir, which is currently only in the ‘study’ phase.
The most revealing data. The December 2025 report is honest: the pace of development in Agadir is ‘much lower’ than that of Tanger-Med or Nador West Med. Morocco has mathematically decided to prioritize its large international hubs, leaving Agadir as a ‘regional balancing port’. This means that, although the potential is enormous, the lack of secured funding has frozen critical projects such as the new oil terminal (designed for 60,000 TPL vessels).
Morocco is playing a diversion. Publicly, they speak of Agadir as the major hub of the south, but its 2025 mathematics indicate that it is a port struggling to finance its expansion. The Canary Islands have a window of opportunity of 5 years before the railway connection and the new container terminals change the rules of the game in the Mid-Atlantic.
