Morocco's logistics zones: what the State set out to do, and what exists in 2026

The National Strategy for Logistics Competitiveness sits within a 2010-2015 programme contract with a 2030 horizon. Two targets stand out, as AMDL's director general recalled them in October 2018: bring logistics costs down from 20% of GDP (2010 level) to 15%, and build 3,300 hectares of consolidation logistics zones under the regional schemes.

A consolidation zone gathers freight flows (import-export, construction materials, distribution) to take them out of urban centres and closer to ports, motorways and rail. This is the type of land the strategy wanted to create, rather than the isolated warehouse.

AMDL was created by Law 59-09 and its implementing decree 2-12-175. According to the press, the Government Council of 24/04/2025 examined a draft decree (2-25-235) placing its supervision under the Minister of Transport and Logistics. We have not re-read the text of Law 59-09, so the exact list of the agency's missions is not reproduced here.

The only quantified assessment from the operator itself dates from 2018. According to its director general, about 500 hectares had been delivered, of which about 250 hectares were genuine consolidation zones. Logistics costs stood at 18.9% of GDP according to the observatory's latest calculations, about 1.1 points gained from 20%. Three implementation contracts were signed, for import-export, construction materials and distribution flows.

Since then we have found no more recent public figure for logistics costs relative to GDP, nor for the jobs the strategy targets. 18.9% is therefore the latest we can cite, with its date. The current status of the observatory mentioned in 2018 is described inconsistently across sources.

As for the view from outside, the press reports that the Court of Audit put the strategy's rollout rate at about 14%, with a marked delay in consolidation zones and insufficient coordination between AMDL, Tanger Med (TMSA), ONCF, ANP and SNTL. The exact date of the report is not confirmed and we could not consult it: read this figure as reported by the press.

One international benchmark, to be read with care: the World Bank's Logistics Performance Index ranked Morocco 109th out of 160 countries, with a score of 2.54, in its 2018 edition. That edition is dated. We could not verify the 2023 ranking and do not cite it.

According to Ecoactu (25/06/2026), AMDL's board raised to about 500 hectares the area of zones under development, at various stages, against a target of 750 hectares of logistics zones by 2028. On 21/01/2026 the same board had approved an investment budget of about MAD 660 million for 2026, a PME Supply Chain 2025-2029 programme and the aim of bringing logistics into the SME component of the Investment Charter (MAP communiqué relayed by a government site).

The point to retain is the gap. 750 hectares is less than a quarter of the 3,300 hectares originally targeted. The two figures do not measure exactly the same thing (one is a regional-scheme target, the other an agency target for 2028), but putting them side by side says the essential: the announced public supply remains far below the original target. No published data measures demand or the share of private supply. Private supply exists (private or semi-public developers, landowners) and it changes how one buys and values (see section 6).

Two points of wording. We do not speak of a "new strategy": no text distinct from the national strategy was found, and the 2026 articles refer to it. Nor do we link these targets to the 2030 World Cup, as no logistics document establishes it.

We could not consult a consolidated map of zones published by AMDL. The table below gathers what communiqués and the press allow us to establish, with the status as published.

Sources: MAP communiqué of 22/01/2026, Le Matin (12/05/2026), Ecoactu (25/06/2026), TMSA documents. Areas and statuses are those published; they differ from one document to another.

Three remarks. Laqliaa is the only zone announced as fully commercialised: an investor looking for it today should ask AMDL what remains available. Oulad Saleh and Ras El Ma are not yet delivered: a commissioning date is a forecast. Finally, other cities are cited by commercial guides (Oujda, Marrakech, Berrechid, Bouskoura, Tetouan and others) without any public logistics zone being established there by a text or communiqué: we do not repeat them.

Logistics zones only make sense close to transport hubs. Three ports structure the map.

• Tanger Med handled 11,106,164 TEU (twenty-foot equivalent units, the container measure) in 2025, up 8.4%, with 535,203 TIR trucks, according to the port authority's communiqué relayed by the press on 02/02/2026.
• Nador West Med: the press reports an East terminal conceded for 25 years, with a capacity of 3.4 million TEU, first commercial calls expected at the end of October 2026 and hydrocarbons from mid-2027. The first actual call is not confirmed to date.
• Dakhla Atlantique: delivery planned for 2028, according to Le Matin (12/05/2026).

On rail, ONCF announces a MAD 96 billion programme over 2024-2030 and the Kenitra-Marrakech high-speed line stood at about 30% progress in May 2026 (press). The freight component and dry ports of this programme are not documented in the sources we could read: we cannot say which freight rail platforms will be delivered, or when.

To place the industrial zones around these hubs (Tanger Med, Kenitra, Casablanca), see Morocco's free zones: list and characteristics in 2026, which separates zones created by decree from extensions before the Council and announced zones.

Limited public supply has three practical consequences.

Land has to be sought in several places. AMDL plots are scarce: only one case of full sale is announced (Laqliaa), with no published timeframe. The rest of the supply comes from industrial-zone developers, private parks, and owners of land and existing warehouses. These entry points are listed in investing in logistics land in Morocco.

Public comparables are missing. We found no public consultancy study on grade A warehouse stock, yields or logistics land prices by hub. Valuing a warehouse or logistics plot therefore rests on comparables that must be reconstructed: transactions and offers, with their limits, and the rental value of comparable leases. This is what our industrial and logistics property appraisal covers.

The status of the land matters as much as its location. A plot in an industrial acceleration zone, a public developer's plot and a private plot do not have the same possible buyers or the same resale conditions. The regime of an industrial acceleration zone is detailed in free zones and special regimes.

Saying what is missing is more useful than a fragile figure. To our knowledge, none of this data is published in a verifiable form.

This list is dated 30/10/2026. It holds for the sources we were able to open: several official sites and media outlets could not be reached from our tools. A text published in the Official Bulletin, or a written reply from AMDL, overrides everything above.