meed-logo

line1 line2 line3
SIGN IN / REGISTER

The region’s most ambitious causeway projects

8 February 2023

 

The submission of feedback questionnaires and meetings with contractors for the planned second causeway connecting Saudi Arabia and Bahrain is the latest sign of potential progress on one of the region’s largest infrastructure projects.

Causeways have a chequered history in the region. The first causeway connecting Saudi Arabia and Bahrain was completed during the 1980s, and since then, it has had a transformative impact on the Bahraini economy. 

The project’s success has inspired other causeways. But while these schemes remain ambitions for many in the region, construction progress has been limited. The hope is that a successful second causeway linking Saudi Arabia and Bahrain will foster the delivery of other longstanding causeway plans.

These are the most ambitious causeway schemes that the region has planned:

 Second Saudi Arabia-Bahrain causeway

The second causeway between Saudi Arabia and Bahrain is the most likely to proceed. Planned by the King Fahd Causeway Authority, the $3.5bn project, which has been called the King Hamad Causeway project, is moving towards construction.

In 2021, senior government officials in Bahrain told MEED that the project was progressing towards tendering as financial studies had been completed.

The project was included in Bahrain’s $30bn Strategic Projects Plan that was announced later in 2021. As well as the causeway, the plan includes building new urban areas on five reclaimed islands to increase the country’s total land area by 60 per cent. It also comprises plans for a new airport.

The second causeway involves building a 25-kilometre road and rail crossing linking Saudi Arabia and Bahrain. It will follow the same alignment as the existing King Fahd Causeway.

It has been earmarked for delivery on a public-private partnership (PPP) basis. The King Fahd Causeway Authority appointed a consortium to provide transaction advisory services in late 2019.

The $8.9m consultancy agreement was signed with a consortium of Netherlands-headquartered KPMG, US-based Aecom and UK-based CMS. The team was tasked with working on developing the financing model, the required engineering specifications and design, as well as helping with the assessment and selection of the project’s developers.

Canada-based SNC Lavalin and UK-based consultancy firm PwC conducted the project due diligence study in 2017.

The existing King Fahd Causeway is operating at capacity. About 11.5 million cars cross the causeway every year, and the growth has been 6 per cent per annum over the past 10 years.

 Qatar-Bahrain causeway

There have also been suggestions that the proposed causeway bridging Bahrain and Qatar may be revived. In March 2022, Manama called for work to restart on the causeway joining the two countries.

“We in the Kingdom of Bahrain renew the call for the start of bilateral talks between the two sides in accordance with the mechanisms agreed upon in the Al-Ula statement,” said Bahrain’s undersecretary for land transportation and post in an official statement published by the official Bahrain News Agency.

The estimated $4bn Qatar-Bahrain causeway project was put on hold and the contracting consortium demobilised in 2010.

A joint venture of state-owned developer Qatari Diar Real Estate Investment Company and French contractor Vinci Construction Grand Projets led the consortium. The other consortium members were Germany’s Hochtief, Athens-based Consolidated Contractors Company (CCC), Dredging International from Belgium and the local Middle East Dredging Company (Medco).

The planned 40km bridge includes a four-lane motor crossing scheduled for completion in 2013 and two railway lines forming part of the GCC rail network.

The project also comprises 22km of bridges and viaducts, 18km of embankments and two 400-metre cable-stayed bridges. The causeway connects Ras Ashairij on the west coast of Qatar to Askar on the east coast of Bahrain.

The project was also known as the Friendship Bridge and was to be jointly funded by the Qatari and Bahraini governments, which intended to recover some of the construction costs by implementing a toll system on the bridge.

The crossing would cut the journey time between the two countries, which currently involves a detour through Saudi Arabia, from five hours to just 30 minutes.

 Saudi Arabia-Egypt causeway

The prospects for the causeway connecting the $500bn Neom project in Saudi Arabia and Egypt’s Sinai Peninsula across the Straits of Tiran improved last year after US President Joe Biden’s visit to Saudi Arabia.

After the visit, a joint communique issued by Washington and Riyadh referred to the development of Tiran Island.

“President Biden welcomed the arrangements by Saudi Arabia to remove the Multinational Force & Observers (MFO) from the Island of Tiran, including the removal of US troops there as part of the MFO mission, while preserving and continuing all existing commitments and procedures in the area,” it said. 

“This area of the Red Sea will now be developed for tourism and economic purposes, contributing to a more secure, peaceful and prosperous region.” 

The US-Egyptian-Israeli-backed MFO was founded in 1981 to oversee the terms of the 1978 Camp David Accords, which included the full Israeli withdrawal from the Sinai Peninsula.

In 2016, Egypt and Saudi Arabia agreed during a state visit to Cairo by King Salman bin Abdulaziz al-Saud to develop a causeway linking the two countries across the Red Sea. 

The agreement was made as part of a broader deal that would also involve Egypt ceding the sovereignty of the two Tiran islands to Saudi Arabia.

While details of the proposed crossing were never revealed at the time, it was understood to be a revival of a $4bn project announced in 2011. That scheme involved building a 32km crossing stretching over the Straits of Tiran from Ras Humaid in Tabuk, in the northern region of Saudi Arabia, to Ras Nasrani, close to the Egyptian resort of Sharm el-Sheikh.

Plans to link Saudi Arabia and Egypt are far from new. The development of a causeway was first mooted as far back as 1988. However, the idea has received additional focus in recent years following the launch of the Neom development in northwestern Saudi Arabia, which includes Ras Humaid. Part of the Neom scheme, the 170km-long linear city known as The Line, will extend from the promontory inland to the city of Tabuk.

UK-based Arup was reported to have been selected in 2019 for the next stage of the feasibility study for the causeway. 

Saudi Arabia was understood to be considering using a public-private partnership (PPP) model for the scheme, similar to other transport projects planned in and around the kingdom.

 Yemen-Djibouti causeway

A 28.5km causeway was planned to connect Yemen and Djibouti before the scheme was put on hold in 2010 until the governments of both countries signed the framework agreement for the project. The civil war in Yemen means it is unlikely the scheme will make any progress soon.

The estimated $20bn first phase involved building the link between the Yemeni mainland to the island of Perim in the Red Sea. Phase two would have then connected Perim with Djibouti.

The wider project also involves building two cities at each end of the link. The total investment required to construct the cities and the bridge is $200bn.

Dubai-based Al-Noor Holding Investment Company was developing the project.

In 2009, the company said it expected to award a build-operate-transfer contract for the first phase of the bridge and that three companies had expressed interest in funding and building the road and rail link. Denmark’s Cowi prepared the preliminary design for the crossing.

 UAE-Qatar causeway

In 2005, Abu Dhabi and Doha were reported to have been setting up a joint company to oversee the implementation of the proposed UAE/Qatar causeway.

The 40km causeway was expected to start near Sila in Abu Dhabi emirate and extend to the south of Doha.

The estimated $13bn crossing would have significantly cut journey times. At present, traffic between Qatar and the UAE has to pass through 125km of Saudi Arabian territory.

The scheme stalled shortly afterwards. Problems included difficulties with the route, which ran through Saudi Arabian territorial waters.

https://image.digitalinsightresearch.in/uploads/NewsArticle/10571464/main.jpg
Colin Foreman

Register for MEED's guest program now to access this article.

Click here to register
Exclusive from Meed
Related Articles
  • Gulf liquidity outpaces Syria’s financial reconnection

    16 June 2026

     

    Syria has the capital it needs to begin rebuilding. What it lacks is a banking system capable of moving that money at scale, and through 2026, the gap between the availability and mobility of funds has set the ceiling on recovery.

    The capital itself is overwhelmingly Gulf and Turkish, deployed along clear lines rather than in a scramble. The $216bn rebuild estimated by the World Bank in its October 2025 damage assessment has room for several principals, and so far they are not competing for the same ground.

    Qatar’s UCC Holding anchors two of the largest commitments: a $7bn power generation programme and a $4bn rebuild of Damascus International airport, both under contract since late 2025. The consortiums lean heavily on Turkish contractors, Cengiz and Kalyon among them.

    Saudi Arabia’s package, announced in Damascus on 7 February, tilts to infrastructure and services: a SR7.5bn ($2bn) phased rebuild of Aleppo’s airports through the newly launched Elaf Investment Fund, and an STC fibre-optic and datacentre build worth more than SR3bn ($800m).

    Regional diplomacy is taking precedence over the commercial carve-up: Turkish President Recep Erdogan and Saudi Crown Prince Mohammed Bin Salman agreed in Riyadh in early February to coordinate on Syrian reconstruction.

    Abu Dhabi’s political embrace came more slowly than Riyadh’s or Doha’s – out of caution over the Islamist-led government– but the UAE’s major ports groups moved decisively.

    Dubai’s DP World signed for Tartous in July 2025 and its 30-year concession went operational in mid-November. AD Ports followed on 6 November with a $22m purchase of 20% of the Latakia container terminal – run by France’s CMA CGM – which handles over 95% of Syria’s container volumes.

    The wider UAE play has since broadened amid the US-Iran conflict in the Gulf, during which Syrian President Ahmed Al-Sharaa repeatedly voiced solidarity with the UAE.

    In May, Dubai stepped up institutionally. Investment Corporation of Dubai managing director Mohammed Ibrahim Al-Shaibani met Al-Sharaa to discuss channelling UAE capital into real estate, tourism and financial services, while Abu Dhabi’s Eagle Hills presented plans for two urban schemes in Damascus and Latakia, with a reported budget of $50bn.

    Syria’s railway establishment has meanwhile signed a framework with the Latakia terminal’s operators to study moving containers by rail to dry ports at Adra, Hisyah and Aleppo – the first thread connecting a Gulf-invested port to the inland network.

    Certification is key

    Saudi Arabia and Qatar cleared Syria’s $15.5m World Bank arrears in mid-2025, restoring its eligibility for grants. International financial institutions are reciprocating and returning, but cautiously – and not with a view to driving cash volume.

    The World Bank portfolio comprises 10 grant-funded projects worth just over $1bn over three years. The approvals so far are foundational: a $146m electricity grant restoring transmission lines and 400kV interconnections with Turkiye and Jordan; $225m across two grants for water and health; and $20m for public financial management.

    Transport is next in the queue rather than in hand. Syrian Transport Minister Yarub Badr said in June that Syria is seeking World Bank grants of between $65m and $200m for railway rehabilitation, to restore a transit corridor that reportedly moved up to 115,000 trucks a year between the Turkish and Jordanian borders before 2011.

    Broader financing has not followed, however. The IMF’s February mission extended no loan programme, nor was lending discussed, despite the fund noting tight fiscal management and a 2025 budget surplus.

    The IMF, and the World Bank alongside it, named the blockage: a banking sector that needs rehabilitating, central bank independence yet to be built, and restricted banking access still obstructing wider recovery.

    Gulf backers, for their part, can commit capital in a signing ceremony, but they cannot readily push it through a system only beginning to reconnect to the outside world.

    Piecemeal reopening

    A few key developments have occurred. In November 2025, the central bank (pictured) sent its first Swift message in 14 years to the US Federal Reserve, and its dormant account there was reactivated. Visa and Mastercard processing then resumed in May after a 15-year hiatus.

    These networks were never the key constraint, however. Correspondent banks must agree to clear Syrian transactions – and many institutions will likely continue to hold back on compliance and financial-crime grounds until proposed reforms are in place.

    The moves by foreign banks have been expectedly thin as a result, and Doha has led. Qatar National Bank’s Syrian unit – a legacy presence that rode out the war – became the first to switch card acceptance on, while Qatar’s Estithmar Holding has taken a 49% stake in Syria’s Shahba Bank, becoming the sole new foreign equity entry into the sector so far.

    The pound, trading near £Syr13,700 to the dollar, still sits slightly weaker than it did in 2024 – the last year of the old regime.

    The fragility of the machinery showed again in May, when Al-Sharaa moved central bank governor Abdulkader Husrieh – who had overseen the Swift reconnection – to the ambassadorship to Canada; instead installing Safwat Raslan, the head of the state reconstruction fund, as his successor.

    Some analysts read it as a sign of tension within the leadership over monetary policy and governance. It also flashed a warning: an institution the IMF wants independent had just changed hands at the president’s discretion.

    At a June conference, the new governor pledged “institutional work and well-studied planning” with no “improvised or unilateral decisions”, defining himself against the tenure he replaced.

    Raslan’s first measures constituted delays and institutional loosening. He reversed a Husrieh restriction that had confined the banknote changeover to bank branches – readmitting exchange companies and money-transfer firms – and extended the exchange deadline to the end of July. It marked the third such extension of a window first set at 90 days from the 1 January launch, with the original deadline having slipped by four months.

    Conditional funding

    The cashflow blockage is moulding Damascus’s financing strategy: take the institutions’ endorsement, but decline their direct lending, and lean on funding with fewer strings.

    Rather than qualifying for an IMF programme and accepting its conditions, it is routing donor money through the Syrian Development Fund, which is now run by the man just made central bank governor – concentrating the reconstruction purse and monetary authority in one pair of hands.

    The approach spares Syria a debt overhang, but it also leaves reconstruction dependent on Gulf commitments that arrive at the pace of politics rather than as drawable finance.

    The near-term tests are already dated. The banknote changeover – at 63% as of early June – must close by 31 July, and the banking reforms specified by the IMF must be implemented.

    If both hold, the pledged billions will gain a financial system to land in. If either slips, Syria’s reconstruction remains a stack of signed announcements waiting on the financial machinery to catch up.

    This month’s special report on Syria also includes:

    > PROJECTS: Momentum builds for Syrian projects
    > OIL & GAS: Activity ramps up in Syria’s oil and gas sector
    > CONSTRUCTION: Prospects improve for Levant construction

    https://image.digitalinsightresearch.in/uploads/NewsArticle/17210681/main.gif
    John Bambridge
  • Jordan consolidates as deeper reforms lag

    16 June 2026

     

    The past 12 months have tested whether a technocratic Jordanian government installed to address the country’s creeping fiscal crisis can hold the line while the region around it convulses.

    On that narrow measure, it has largely succeeded, though more by adhering to an inherited programme than by breaking new ground. The question of whether Amman can move beyond budget discipline into structural reform remains open.

    The most consequential developments of the past year have spoken more to Jordan’s dependence on external capital than to any decisive shift in domestic policy.

    The fiscal line

    When King Abdullah II appointed Jafar Hassan prime minister in September 2024, he installed a figure who had served as his chief of staff and, earlier, as deputy prime minister for economic affairs, with a specific brief to cut public debt. The choice put fiscal credibility in the chair.

    Hassan inherited a wide fiscal gap. The overall government deficit stood at 7.3% of GDP in 2024, with gross public debt at 82% of GDP and the IMF programme targeting a reduction below 80% by 2028. Growth came in at 2.6% in 2024 and is projected at 2.7% in both 2025 and 2026 – providing little support to consolidation efforts.

    The deficit is narrowing – the IMF projects 6.3% of GDP in 2025 and 5.4% in 2026 – on the back of concrete revenue measures: higher taxes on electric vehicles and e-cigarettes, the deferral of a planned customs-tariff cut, and the collection of tax arrears. Losses at the National Electric Power Company (Nepco), the state-owned single buyer, were held to 1.1% of GDP in 2024, against an expected 1.3%.

    Much of that 2024 performance, though, preceded Hassan’s September appointment, and the consolidation is, in that sense, the programme’s trajectory rather than a break attributable to the new government. A March 2026 directive curbing government vehicle use and freezing official foreign travel – tightened as the regional conflict strained the budget and extended through year-end – speaks to the active restraint being applied.

    The discipline is real, but it is the plumbing of the public finances – revenue, tariffs, arrears, loss containment – not the structural reform of the economy.

    The harder reforms

    The reforms that would lift growth and create jobs have gone virtually untouched. Labour market flexibility, stronger competition, and higher female and youth participation have recurred as priorities through successive IMF reviews but have run up against public-sector privilege and entrenched interests.

    The resulting stagnation shows in the numbers. Growth, projected at 2.7% through 2026, sits well short of what the Economic Modernisation Vision demands: a doubling of GDP by 2033 – implying sustained growth at roughly twice the current rate – in order to create one million jobs.

    The labour market is where the failure is sharpest, and where a narrower deficit changes nothing. Unemployment among Jordanians fell to 21.2% in the fourth quarter of 2025, the lowest since early 2020, but barely changed from 21.4% the previous quarter.

    Within that is a widening gender split: male unemployment fell a full point year on year to 17.2%, while among Jordanian women it rose to 34.8%, up 2.6 points. The modernisation plan promises the opposite – a doubling of female labour force participation from 14% to 28% by 2033, from a base among the lowest in the world.

    The distance between that participation target and the worsening female jobless rate illustrates how far the structural agenda still has to travel.

    Gulf capital and the Aqaba corridor

    With domestic reform slow, Amman leans on external capital to meet its infrastructure needs and stimulate the economy – though even that is faltering. Foreign direct investment ran at $1.3bn in the first three quarters of 2024, or 3.3% of GDP, down from $1.6bn a year earlier, and eased further through 2025.

    The most strategically significant deal of 2026 binds Jordan to a bet on regional logistics: the April signing with the UAE of a $2.3bn agreement to build the 360-kilometre Aqaba Port Railway, structured as a 50/50 joint venture.

    The rail project was first signed in September 2024 and sits within a broader $5.5bn investment framework agreed in 2023. MEED understands that the first-section construction contract is now being finalised and second-section bids are under evaluation, with financial close expected in early 2027.

    The Jordanian half is held by the Jordan Phosphate Mines Company, Arab Potash, the Government Investments Management Company and the Social Security Investment Fund. On the UAE side are Abu Dhabi sovereign investment platform L’Imad Holding, with Etihad Rail as the venture’s executing arm.

    The line will carry around 16 million tonnes of freight a year – some 13 million tonnes of phosphate and 2.6 million tonnes of potash – from the mines at Shidiya and Ghor Al-Safi to Aqaba’s terminals.

    The corridor is designed to extend north from Aqaba toward Amman, Syria and Turkey, and south to Saudi Arabia, positioning Aqaba – Jordan’s sole port – as a Red Sea logistics node at a time of acute concern over supply-chain chokepoints.

    For the UAE, the northward reach is the point. Abu Dhabi has moved over the past year to control Syria’s Mediterranean coast – DP World took a 30-year, $800m concession at Tartus; AD Ports took a stake in the container terminal at Latakia – and a rail line running from the Red Sea towards the Syrian border would knit those positions into a corridor from the Gulf to the Mediterranean. For Jordan, it is inward investment, lower export costs and a potential jobs source.

    Dependence on external finance is a standing caveat, however. Jordanian projects have stalled at this stage before, conflict or no conflict: the estimated $2.6bn expansion of the refinery at Zarqa, 25 kilometres northeast of the capital, has been stuck over financing since bids were received in 2021.

    The planned National Water Carrier desalination scheme – targeting financial close in July 2026 at a capital cost estimated at $4.3bn – is the bellwether to watch. If that moves on timeline or terms, the rail scheme may well follow.

    Near-term outlook

    The next two years point to continued consolidation under the IMF programme, Gulf-backed infrastructure edging towards financial close and growth holding near 3% at best.

    Hassan’s test will be to not simply hold the line his predecessors had already drawn, but to advance the structural reforms – labour market flexibility, competition, female participation – that carry a political price and that consolidation cannot substitute for.

    Those reforms have stalled for a decade under governments with more room than this one. Whether Hassan’s administration can deliver what its better-placed predecessors did not is the question that will decide whether the headline growth rate ever moves.

    This month’s special report on Jordan also includes:

    > BANKING: Caution governs Jordanian bank lending
    > POWER & WATER: Record investment drives Jordan’s utilities market
    > CONSTRUCTION: Prospects improve for Levant construction 

    https://image.digitalinsightresearch.in/uploads/NewsArticle/17186711/main.gif
    John Bambridge
  • Siemens Energy to supply turbines for Taweelah C plant

    16 June 2026

    Germany’s Siemens Energy has announced it will supply gas and steam turbines for the 2.6GW Taweelah C independent power producer (IPP) project in Abu Dhabi.

    The project will be the third power plant at the Taweelah site to be equipped by Siemens Energy.

    The company’s scope of supply includes three gas turbines, two steam turbines, five generators and auxiliary systems for the combined-cycle power plant.

    In May, MEED exclusively revealed that a consortium comprising Saudi Arabia’s Al-Jomaih Energy & Water Company and Singapore-based Sembcorp Industries had been selected to develop the project.

    The consortium signed a power-purchase agreement earlier this month to develop the project alongside Abu Dhabi National Energy Company (Taqa).

    China Energy Engineering Corporation is the engineering, procurement and construction contractor.

    Emirates Water & Electricity Company (Ewec) will be the sole procurer of the electricity generated by the plant.

    The new facility is intended to provide greater flexibility to the power system, support grid stability and facilitate the integration of renewable energy into Abu Dhabi’s electricity network.

    The plant is also designed to enable the possible future deployment of carbon capture and storage technology, supporting the UAE’s target of achieving climate neutrality by 2050.

    Karim Amin, member of the executive board of Siemens Energy, said the project will include “the first HL-class gas turbine in the UAE”.

    The company said the SGT5-9000HL gas turbines and SST5-5000 steam turbines will be produced in Berlin and Muelheim in Germany.

    The SGen5-3000W and SGen5-2000P generators will be manufactured in Charlotte in the US.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/17289532/main3303.jpg
    Mark Dowdall
  • Dubai to award $15bn of Al-Maktoum airport contracts this year

    16 June 2026

    Dubai Aviation Engineering Projects (DAEP) will award contracts worth over AED55bn ($15bn) by the end of this year for construction works at Al-Maktoum International airport.

    According to a statement published by the Emirates News Agency (Wam), the projects slated for contract awards include “the substructure works for the Western Passenger Terminal, the fourth aircraft concourse building, the automated people mover (APM) system and the baggage handling system, in addition to the superstructure works for the Western Passenger Terminal and the first, second and third aircraft concourses”.

    “The packages also encompass the long-span structural frameworks for buildings covering an area of about 1.5 million square metres (sq m), infrastructure works for the southern airfield area, as well as power generation and district cooling plants supporting the construction programme,” the statement added.

    “The award of facade and roofing packages is also planned during the course of this year,” said Suzanne Al-Anani, CEO of DAEP.

    DAEP has already awarded contracts valued at about AED13bn, with construction works currently under way on several airport packages. These include enabling works, the second runway, and the initial structural foundations for passenger terminals and gates.

    Construction progress

    In May last year, MEED exclusively reported that DAEP had awarded a AED1bn ($272m) deal to UAE firm Binladin Contracting Group to construct the second runway at the airport.

    The enabling works on the terminal are also ongoing and are being undertaken by Abu Dhabi-based Tristar E&C.

    Construction on the project’s first phase is expected to be completed by 2032.

    Construction on substructure works began in November last year, when DAEP formally selected a contractor to deliver the package.

    The government approved the updated designs and timelines for its largest construction project in April 2024.

    In a statement, the authorities said the plan is for all operations from Dubai International airport to be transferred to Al-Maktoum International within 10 years.

    According to an official description on DAEP’s website, the expanded airport’s West Terminal will be a seven-level, 800,000-square-metre facility with an annual capacity of 45 million passengers.

    It will be the second of three terminals at Al-Maktoum International airport, linked to the airside by a 14-station APM system.

    In September 2024, MEED exclusively reported that a team comprising Austria’s Coop Himmelb(l)au and Lebanon’s Dar Al-Handasah had been confirmed as the lead masterplanning and design consultants on the expansion of Al-Maktoum airport.

    The airport’s construction is planned to be undertaken in three phases. The airport will cover an area of 70 square kilometres (sq km) south of Dubai and will have five parallel runways, two terminal buildings, seven concourses and 430 aircraft gates

    It will be five times the size of the existing Dubai International airport and will have the world’s largest passenger-handling capacity of 260 million passengers a year. For cargo, it will have the capacity to handle 12 million tonnes a year.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/17289093/main.jpg
    Yasir Iqbal
  • Eleven contractors bid for Yanbu seawater cooling project

    16 June 2026

     

    Eleven contractors have submitted bids for a contract to build a seawater cooling system in Yanbu Industrial City, Saudi Arabia.

    The estimated $70m project is being developed by the Royal Commission for Jubail & Yanbu (RCJY).

    The project involves the construction of a seawater supply and re-cooling pipeline system serving industrial operations in the petrochemical area. The scheme is intended to reduce the need for individual cooling facilities at separate sites.

    The engineering, procurement and construction (EPC) contract was tendered on 8 March, and bids were submitted on 9 June.

    The bidders include:

    • Al-Fateh International Company for Water & Electricity (Saudi Arabia)
    • Al-Yamama Company (Saudi Arabia)
    • Alsaad General Contracting (Saudi Arabia)
    • Aqua Arabia Water Company (Saudi Arabia)
    • China Harbour Engineering Company (China)
    • Masco Group (Saudi Arabia)
    • Mofarreh Alharbi & Partners (Saudi Arabia)
    • Saad Ali Al-Essa Group (Saudi Arabia)
    • Saudi Services for Electro Mechanic Works (Saudi Arabia)
    • Sayegh Group of Companies (Saudi Arabia)
    • Union General Contractor (Saudi Arabia)

    The scope of work includes seawater intake structures and screening facilities, a pumping station, manholes and valves, a control building, seawater pumps, strainers and inlet and outlet headers.

    The contract also covers the installation of cooling water supply and return transmission pipelines, as well as a discharge outfall and diffuser system.

    According to MEED Projects, RCJY has awarded construction contracts for three seawater cooling projects in 2026.

    Mofarreh Alharbi & Partners secured a $40m seawater cooling system project in Jubail 2, while China Geo-Engineering Corporation won a contract to upgrade the seawater cooling network in Ras Al-Khair Industrial City.

    Local firm Bin Jarallah Group of Companies was also awarded a contract to expand the seawater cooling network in Jubail’s Plaschem Area.

    Meanwhile, Beijing-headquartered China Harbour Engineering Corporation is continuing construction on another project for RCJY.

    The project comprises a seawater cooling system catering to Jizan City for Primary & Downstream Industries. Commissioning is expected later this year.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/17288985/main.gif
    Mark Dowdall