meed-logo

line1 line2 line3
SIGN IN / REGISTER

Risks remain for GCC railway project

28 August 2023

 

Register for MEED's guest programme 

When the GCC secretariat agreed to restart the GCC Railway Project in 2021, it set the tone for one of the region’s most ambitious transnational projects.

The endeavour aims to connect the six Gulf nations with a sprawling railway network that will be a game-changer for the region’s infrastructure. The potential to boost trade, connectivity and regional economic development is enormous. 

But risks and challenges also lie ahead, including cost overruns and technical risks related to the project design, engineering and complexity that must be assessed, managed and monitored to ensure the project’s successful delivery.

Political risks

Political factors play a significant role in the development and operation of the GCC railway. Given that the network will traverse multiple geographies, one of its biggest tests is manoeuvring through the regional political landscape.

First and foremost among political considerations is the level of cooperation and diplomatic relations between the member states. The railway’s seamless operation relies on harmonised regulations, standard operating procedures and open communication between nations, as well as geopolitical stability. 

In this respect, the Al-Alu agreement of 2021 is key, as it laid the strong foundations for a more robust mechanism to ensure better cooperation between the GCC countries.

“The Qatar blockade was a big challenge to manage and the GCC countries have seen the consequences of the situation,” Alexandre Busson (right), director of rail, Hill International, tells MEED.

“They realised that there was no benefit in it for the region. So the Al-Ula declaration is really important.”

But while the agreement mitigates the political risk related to the GCC railway project to some extent, the potential for geopolitical tensions or disputes between the involved states remains and could impede the project’s progress by delaying decisions, complicating negotiations and disrupting work.

The GCC countries' wide-ranging economic interests and priorities could also impact their commitment to the railway project. Member states will need to consider their existing investments in other forms of transportation infrastructure, such as ports and highways. Balancing these interests requires careful negotiations and alignment of economic visions.

PPP contracts are more complex to negotiate and manage. But it [will be] very interesting to see how it goes because a successful PPP project could lead to the opening up of the market
Alexandre Busson, Hill International

Financial risks

The enormity of the GCC Railway Project becomes apparent when considering the huge costs involved. Laying tracks spanning six countries and crossing diverse terrains and urban areas, building stations, installing signalling systems and ensuring the safety of the network demands billions of dollars’ worth of investment.

With the financial stability of GCC nations closely tied to the global oil market, fluctuations in oil prices could significantly impact the ability and political will of governments to allocate funds to the GCC Railway Project.

“When GCC countries budget for infrastructure projects, they are very conservative with regards to the oil price in their budget,” says Busson. “And in terms of projects financing, they realise [the need] to diversify the economy and not be too dependent on oil prices.” 

Nevertheless, economic diversification plans mean each GCC nation faces its own set of budget constraints and priorities. Regional governments must juggle allocating limited funds to sectors such as healthcare, education, defence and infrastructure. The GCC Railway Project’s financial demands could strain these budgets, potentially diverting resources away from critical sectors.

To bridge the financial gap, governments are likely to explore a combination of public financing and private investment. Public-private partnerships (PPPs) have attracted interest from large-scale infrastructure projects in the region and the GCC railway will be no different. Luring private investors, however, requires a stable and attractive investment environment, coupled with clear revenue-generation models and risk-sharing agreements.

“The PPP model is quite new in the GCC. Even more so in transport,” says Busson. “Those kinds of contracts are more complex to negotiate and manage. But it [will be] very interesting to see how it goes because a successful PPP project could lead to the opening up of the market.”

You need to look at the consortium members and say, do we have the right balance within that particular consortium to be able to manage this project
Christopher Harding, Hill International

Technical risks

The technical risks of rail systems running across international borders are well documented. Examples include the Tan-Zam railway between Tanzania and Zambia and the rail link connecting Spain and France, where the adoption of different gauges meant construction was fraught with technical difficulties when joining the networks to each other.

“Inaccurate or complex specifications sometimes lead to extra efforts [needing] to be put into the interface management and getting interface agreements between the contractors,” explains Christopher Harding (right), a senior project management professional currently working on the Cairo Metro project for US-based consultant Hill International.

“That leads to claims from contractors and hence may lead to cost overruns.”

The complexity of the GCC Railway Project raises the stakes when it comes to technical risks. Meticulous planning and implementation will be required to ensure seamless connectivity across deserts, mountains and coastal areas, while the need for bridges, tunnels and viaducts to overcome geographical obstacles demands robust engineering solutions. 

Addressing these engineering risks requires a comprehensive understanding of the local environment, as well as innovative and consistent engineering techniques.

“There needs to be a common policy on the control systems for each country and how they talk to each other,” says Harding.

The involvement of multiple contractors will bring contractor-related risks too. Coordination between these entities will be key, as delays in one segment could cascade through the entire network, causing misalignments and operational bottlenecks.

“You need to look at the consortium members and say, do we have the right balance within that particular consortium to be able to manage this project,” says Harding.

Another significant challenge will be maintaining uniform quality standards across the contractors working on the GCC Railway Project to prevent differing construction techniques, materials and safety practices from potentially compromising the railway’s overall integrity and efficiency. 

“The rules around aspects like recruitment localisation, In-country Value (ICV), In-Kingdom Total Value Add (IKTVA) and regional headquarters requirement could be a challenge for new companies,” adds Busson.

The establishment of the GCC Railway Authority to oversee the overall implementation of the project will go some way towards resolving the technical issues outlined here. The authority is tasked with ensuring common standards and specifications, and supervising the railway’s interoperability and regional integration.

For the project to succeed, the authority must develop robust risk management strategies, effective communication channels among contractors, stringent quality control measures and transparent procurement processes.

https://image.digitalinsightresearch.in/uploads/NewsArticle/11099328/main.jpg
Yasir Iqbal

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

Click here to register
Exclusive from Meed
Related Articles
  • Riyadh Expo sets November bid deadline for Souq construction

    29 October 2026

     

    Expo 2030 Riyadh Company (ERC), responsible for delivering the Expo 2030 Riyadh venue, has allowed contractors until 11 November to submit bids for a contract to deliver the Souq areas within the Expo site.

    The tender was floated on 30 July, with an initial submission deadline of 9 October.

    The Souq areas are divided into five distinct precincts, with a total development area of about 300,000 square metres (sq m).

    The scope includes the five precincts and their associated vertical elements, infrastructure and public realm works. 

    The precincts comprise:

    • Precinct 1 – The Icon: 41,417 sq m
    • Precinct 2 – Place & Planet: 62,306 sq m 
    • Precinct 3 – Culture of Wisdom: 67,112 sq m  
    • Precinct 4 – Kingdom of Saudi Arabia: 45,967 sq m  
    • Precinct 5 – Adaptation & Innovation: 82,358 sq m

    The package will interface with three public parks. It will also tie into the Natural Corridor, including bridges.

    The Souq areas will form a mixed-use destination at the centre of Expo 2030 Riyadh, connecting the site’s iconic and thematic assets.

    The development will include rented and partnership pavilions, alongside a range of food and beverage, retail and visitor-experience offerings.

    Site progress

    Construction activity at the Expo site is accelerating, with Riyadh moving to award its first major vertical contracts and advancing infrastructure works across the programme.

    Earlier this month, Saudi Arabia’s Royal Commission for Riyadh City awarded a design-and-build contract to build a new metro station serving the Expo 2030 site.

    In April, ERC awarded two contracts to local firm Al-Yamama Company for the next phase of infrastructure works at the site.

    The scope covered the construction of road networks and infrastructure for water, sewage, electricity, telecommunications and electric vehicle charging.

    These awards followed ERC’s January award of an estimated SR1bn ($267m) contract for initial infrastructure works at the site to local firm Nesma & Partners.

    That scope covered about 50 kilometres of integrated infrastructure networks, including internal roads and essential utilities such as water, sewage, electrical and communications systems, and electric vehicle charging stations.

    The masterplan covers 6 square kilometres, making it one of the largest sites ever designated for a World Expo event. Situated to the north of the Saudi capital, the site will be located near the future King Salman International airport and will provide direct access to landmarks within Riyadh.

    The Public Investment Fund, Saudi Arabia’s sovereign wealth vehicle, launched ERC – a wholly owned subsidiary – in June 2025 to build and operate facilities for Expo 2030.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/20998514/main.jpg
    Yasir Iqbal
  • Iraq oilfield water scheme to hit milestone next year

    29 October 2026

     

    China Petroleum Pipeline Engineering (CPP) expects to start laying pipeline for Iraq’s Common Seawater Supply Project (CSSP) in Basra in mid- or late next year, according to industry sources.

    The project is behind schedule, partly because importing sections of pipeline is proving challenging due to disruptions to shipping through the Strait of Hormuz.

    The project is being managed by state-owned Basra Oil Company (BOC), with Australia’s ILF acting as a project management consultant after completing the front-end engineering design (feed).

    Under current plans, the pipelines will be buried, which is expected to make them more secure than if they were installed on the surface.

    Phased development

    The client for the first phase of the CSSP is France’s TotalEnergies in partnership with QatarEnergy and BOC.

    The first phase is split into two packages currently under execution and will ultimately have the capacity to transport 5 million barrels a day (b/d) of water.

    The first package focuses on developing pipelines, and the second on developing a water treatment facility.

    CPP is executing the pipeline package contract.

    It signed a $2.5bn contract with BOC for the package in September last year.

    Also in September 2025, South Korea’s Hyundai announced that it had signed a contract worth 4.39tn won ($3.16bn) for the processing plant package.

    In September this year, MEED reported that early groundworks had started for both packages of the first phase of the CSSP.

    Phase one of the project is scheduled to start up in late 2028 or early 2029.

    Earlier this month, US-headquartered Exxon Mobil signed a memorandum of understanding related to the project’s second phase, which is expected to add 2.5 million b/d of water capacity.

    The CSSP will inject processed water into several of Iraq’s biggest oil fields. These include Rumaila, Zubair, West Qurna 1, West Qurna 2 and Majnoon. Water from the project will also be used in the Maysan and Dhi Qar fields.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/20981033/main.jpg
    Wil Crisp
  • Dubai tenders Al-Awir sewerage and stormwater works

    29 October 2026

     

    Dubai Municipality has invited contractors to bid for a contract to build sewerage and stormwater infrastructure in New Al-Awir 1st.

    The project (DS317-C1) comprises about 95 kilometres of sewerage gravity network, excluding house connections, and about 105km of stormwater pipelines. The scope also includes house connection pipes, a stormwater pond and oil interceptors.

    According to tender documents seen by MEED, the tender was issued on 23 October, with a bid submission deadline of 12 November.

    The project comes amid wider residential and infrastructure development in Al-Awir 1. In January 2025, Dubai’s Roads & Transport Authority (RTA) announced plans to build 16.5km of internal roads in the area, including a new entrance from Emirates Road.

    In February 2025, MEED exclusively reported that the RTA had selected a local firm to undertake the road construction works.

    The Mohammed Bin Rashid Housing Establishment has also reported progress on housing projects in Al-Awir as part of a wider programme to develop residential communities across Dubai.

    The sewerage and stormwater project is relatively large compared with recent stormwater tenders, with the total cost estimated at up to AED1bn ($272m).

    The works will include approximately 69.2km of house connection pipes and 4,630 inspection chambers. The sewerage network will also include about 1,511 manholes, while the stormwater network will comprise approximately 1,247 manholes.

    Contractors will also be required to use no-dig construction methods for sections of the pipeline. The scope includes ground investigations, utility protection and traffic management.

    The bill of quantities specifies a stormwater pond with a composite volume of approximately 1.2 million cubic metres.

    Earlier this week, Dubai Municipality confirmed it had awarded contracts worth AED3bn ($817m) to expand the emirate’s stormwater drainage network by about 100 square kilometres under phase three of the Tasreef programme.

    The projects are part of Dubai’s AED30bn Tasreef programme and will cover Jumeirah, Umm Suqeim, Al-Quoz, Al-Barsha, Al-Wasl and Al-Marmoom. 

    The overall programme aims to increase the emirate’s stormwater drainage capacity by 700% and reduce costs associated with pumping stations, network operations and maintenance by 20%.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/20977734/main.jpg
    Mark Dowdall
  • Adnoc Onshore selects contractors for well tie-ins project

    27 October 2026

     

    Register for MEED’s 14-day trial access 

    Abu Dhabi National Oil Company’s onshore operating arm (Adnoc Onshore) has selected contractors for a major project to tie in wells across the Bab and North East Bab oil field developments in Abu Dhabi.

    Located 84 kilometres southwest of Abu Dhabi city, the Bab field has been in production since 1960 and is the emirate’s first oil-producing asset. The North East Bab cluster comprises the Al-Nouf, Rumaitha and Shanayel fields. 

    The Bab and North East Bab One Tie-In project is central to Adnoc Onshore’s contribution to Adnoc Group’s target of expanding crude oil production capacity to 5 million barrels a day (b/d) by 2027, an initiative known as the Accelerated Integrated Programme 5. The state energy company’s total production capacity currently stands at approximately 4.85 million b/d.

    According to industry sources, Adnoc Onshore has selected local contractor Robt Stone Middle East and China’s Jereh Group to carry out engineering, procurement and construction (EPC) works on the project. While both firms have been notified of their selection, a formal project kick-off meeting has yet to take place.

    Adnoc Onshore is understood to have started the tendering process for the Bab and North East Bab One Tie-In project last year, with contractors submitting technical and commercial bids earlier this year.

    Following the evaluation of bids, Adnoc Onshore sought best commercial offers from the bidders, which contractors submitted in May, MEED previously reported.

    The project budget is estimated at $1.2bn.

    Bidders for the contract are understood to have included:

    • Galfar Emirates (UAE branch of Oman’s Galfar Engineering & Construction)
    • Jereh (China)
    • Kalpataru Projects International (India)
    • Matrix Construction (UAE)
    • Robt Stone Middle East (UAE)
    • Target Engineering Construction Company (UAE)

    The project scope covers residual engineering, procurement of materials not supplied as free-issue items, site surveys, construction, installation, inspection, testing, and pre-commissioning and commissioning support. The works will deliver new wellsite facilities, including a new mini-pad, well bays and clusters across the Bab and North East Bab developments.

    Adnoc Onshore is Adnoc Group’s largest production subsidiary, accounting for roughly 2 million b/d of crude and about 7 billion cubic feet a day of associated gas from four primary onshore asset clusters: Bab, Bu Hasa, North East Bab and South East.

    ALSO READ:

    https://image.digitalinsightresearch.in/uploads/NewsArticle/20951928/main.jpg
    Indrajit Sen
  • Ashghal tenders Al-Udeid air base access road works

    27 October 2026

     

    Qatar’s Public Works Authority (Ashghal) has invited contractors to bid on a contract to build roads and related infrastructure around Al-Udeid Air Base.

    The project is located in Zone 95 of Al-Wakra Municipality, adjacent to Al-Majd Road. 

    The tender was issued on 22 October, with a submission deadline of 22 November.

    The scope includes the construction of a dual-lane carriageway to improve access to the air base, together with three roundabouts. The alignment will connect to Al-Majd Road to the east and tie into Street 203 in Zone 95 to the west. The contractor will also resurface and maintain connections to the existing road network.

    Associated works include street lighting, intelligent transport systems, directional signage and a surface-water drainage collection system.

    The contractor will provide crossing ducts, protect and relocate conflicting existing utilities, and complete detailed utility designs as required by relevant stakeholders through the Qatar Design Review System.

    The project also includes the design and construction of two electrical substations. The contractor must secure the necessary stakeholder and authority approvals before starting these works.

    The scheme will be delivered on a remeasurable, build-only basis using designs approved by others. It will also include designated contractor-designed elements and design-and-build packages for the substations.

    Bidders must submit two commercial pricing options: a base offer subject to material price-fluctuation provisions, and an alternative authority option without such provisions.

    The contract has a 550-day completion period from the commencement date, including mobilisation, followed by a 400-day maintenance period after the completion certificate is issued.

    Participation is restricted to local and international contractors registered under the Ministry of Finance classification system in Grade A or Grade B for road specialisation.

    Unclassified foreign firms may submit equivalent certified documentation from their country of origin, attested by Qatari diplomatic missions. They must obtain Ministry of Finance registration before contract award.

    For joint-venture bids, the lead partner must hold the required classification grade.

    https://image.digitalinsightresearch.in/uploads/NewsArticle/20950810/main.jpg
    Yasir Iqbal