Introduction
Syrian port capacities are returning to the center of international attention after years of isolation. The two main ports, Latakia and Tartus, have signed thirty-year concessions with global operators. CMA CGM is leading the revival of the container terminal, while DP World is developing the southern port. New berths, dry ports, and rail links are reshaping logistics in Syria. This article illustrates the country’s terminals, capacities, hinterland areas, free zones, and intermodal hubs. It also analyzes the national transport network and future development projects. A clear and updated guide for businesses, freight forwarders, and investors interested in the Syrian market under reconstruction.
Port of Latakia: The Heart of the Container System
The port of Latakia is the country’s main commercial hub and handles approximately 95% of national container traffic. The port covers 135 hectares and features about 32 berths, 18 cranes, and a draft of 14.5 meters. Each year, the port of Latakia handles approximately eight million tons of goods, primarily general cargo and agricultural products. The container terminal is operated by CMA CGM, which has been present at the port since 2009 through its subsidiary Terminal Link. In May 2025, the French group renewed the concession for thirty years, with a total investment of 230 million euros. The plan includes 30 million in the first year and 200 million over the following four years. The terminal’s current capacity is around 500,000 TEUs per year. In November 2025, AD Ports Group acquired a 20% stake in the company managing the terminal. In the first months of 2026, the port of Latakia has already handled over two million tons and approximately 120,000 containers. These figures confirm the port’s role as the primary maritime gateway for Syrian import-export. Its position on the eastern Mediterranean coast makes it strategic for the entire Levant.
Port of Tartus and Specialized Hubs
The port of Tartus is the country’s second-largest port and has a multipurpose vocation. It handles general cargo, vehicles, bulk, break bulk, ro-ro traffic, and containers, with a capacity of approximately four million tons per year. In July 2025, DP World signed a thirty-year BOT (Build-Operate-Transfer) concession with an investment of 800 million dollars. The Emirati operator began operations on November 12, 2025, following the handover by the General Authority for Ports. The port of Tartus is also the export terminal for phosphates, connected to the mines by a dedicated railway line. Alongside the two major ports, several specialized ports operate. The port of Baniyas is the country’s oil terminal, with seven berths, crude oil storage tanks, and the Kirkuk-Baniyas pipeline toward Iraq. The port of Jableh is a smaller hub dedicated to fishing, agricultural products, and general cargo. Arwad Island hosts small-scale shipbuilding and fishing activities. This structure allows the port of Tartus and other hubs to specialize by cargo type. The complementarity between the ports strengthens the resilience of the Syrian maritime system and improves its operational efficiency.
Chart 1 — Annual freight traffic of the two main Syrian commercial ports (millions of tons).
Hinterland Areas, Free Zones, and Intermodal Hubs
The revival of maritime ports is accompanied by the development of hinterland areas and inland intermodal hubs. In May 2026, CMA CGM signed an agreement to manage two dry ports in the free zones of Adra, on the outskirts of Damascus, and Aleppo. These terminals offer customs clearance, warehousing, and multimodal transport, easing the pressure on coastal yards. Another hub involves the Nasib logistics zone, in the joint Syrian-Jordanian free zone, toward Jordan and the Gulf. The Damascus airport free zone has also returned to operation after fourteen years, with the development of air freight traffic. These free zones function as consolidation centers between the ports and internal markets. Logistics in Syria thus benefits from a network of hubs connecting the coast, the capital, and the industrial north. The model moves containers directly to inland customs centers, reducing waiting times. Homs remains the central node connecting the coast, the north, and the country’s interior. Logistics in Syria is therefore structured around integrated seaports, dry ports, and land crossings. This integration is the key to transforming these ports into true hubs of a national network.
The National Transport Network
The national transport network is currently the system’s main bottleneck. The railway network once extended over approximately 2,800 kilometers, but only 1,052 kilometers are currently in service. The Ministry of Transport estimates the cost of full rehabilitation at approximately 5.5 billion dollars. Expected timelines for full restoration vary from three to five years. There are two priorities: the corridor from the phosphate mines to Tartus and the line between Latakia and the Aleppo dry port. In May 2026, the freight train between Latakia and Adra resumed service after being halted for fourteen years. The road network, centered on the M5 highway between Damascus and Aleppo, connects the country with crossings to its neighbors. The main border crossings are Nasib toward Jordan, Jdeidet Yabous toward Lebanon, and Bab al-Hawa toward Turkey. To the east, the Al-Bukamal and Al-Ya’rubiyah crossings open the way to Iraq. Syria aims to reclaim its role as a transit corridor between the Mediterranean, the Gulf, and Europe. A trilateral table with Jordan and Turkey is working on the so-called “Middle East corridor” and the Hejaz railway.
Future Development Projects
Future development projects are reshaping the entire logistical geography of the country. In Latakia, the new 1.5-kilometer-long and 17-meter-deep berth will cost up to 200 million euros. The project will allow the entry of larger container ships that are currently unable to dock. According to experts, annual capacity could rise from the current 500,000 to 2.5–3 million containers. These are analytical estimates, not definitive official figures. In Tartus, DP World’s 800-million-dollar plan includes new infrastructure and digital equipment. On the domestic front, the dry ports of Adra, Aleppo, and Nasib will complete the hub network. The development of air freight traffic at Damascus airport is also planned. Railway rehabilitation and the Damascus metro project fall within the same vision. Many interventions follow the BOT model, with public-private partnerships. Syrian port capacities will depend on the ability to transform individual projects into an integrated system. Only coordination between ports, customs, and inland centers can restore Syria’s role as a hub. However, competition from Beirut, Haifa, Mersin, and Port Said remains strong.
Chart 2 — Port of Latakia: current container capacity, concession target, and estimated potential (millions of TEU/year).
Conclusions
Syrian port capacities are undergoing an unprecedented phase of transformation since the post-war period. Investments by CMA CGM, DP World, and AD Ports mark the return of global operators. The challenge is not just building berths, but integrating ports, dry ports, crossings, and railways. Syria’s return as a transit corridor will require time, stability, and institutional coordination. For European companies, monitoring this market under reconstruction today is a strategic choice.
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