GCC banks navigate Credit Suisse fallout
31 March 2023

Saudi National Bank chairman Ammar al-Khudairy’s abrupt resignation on 27 March capped a turbulent few weeks for the world’s financial system. This period saw the kingdom’s champion bank dragged into the harsh glare of the global spotlight and serious questions asked about Gulf financial institutions’ readiness to serve as props in an increasingly jumpy financial order.
A short sentence uttered in an interview by a senior Saudi banker precipitated the collapse of a 160-year-old institution. Ruling out extending beyond its 10 per cent stake as it would entail a higher capital cost led to the fellow Swiss bank UBS buying the troubled lender at a steep discount.
Al-Khudairy took the rap for what was deemed an avoidable crisis, in which SNB took a hosing: it bought the Credit Suisse stock at CHF3.82 ($4.2) a share; UBS has paid just CHF0.76 ($0.83) a share.
The pain goes wider than SNB and the Qatar Investment Authority (QIA), the other Gulf institution directly impacted by Credit Suisse’s troubles, given its 6.9 per cent stake in the lender.
The crisis poses serious questions about the role of wealthy Gulf institutions in a global system that is increasingly reliant on them, but has yet to stress test the relationship.
On the one hand, Gulf investors have been spooked about their exposure to venerable banking institutions that were once seen as copper-bottomed plays. Conversely, Western banks may now legitimately ask whether their Gulf counterparts are reliable partners in a crisis.
Volatile landscape
The backdrop is one of wider concern about the health of global financial markets. The Credit Suisse crisis was prefaced by US regulators shutting Silicon Valley Bank (SVB) on 10 March, following mass withdrawals of customer deposits.
For now, analysts caution against panic. First, SNB’s exposure – and that of other prominent Gulf lenders – appears limited.
“The impact of SNB’s investment in Credit Suisse and the subsequent takeover by UBS on SNB are limited because the initial investment represents less than 2 per cent of SNB’s investment portfolio and 70-80 bps of the bank’s risk-adjusted capital ratio,” says Mohamed Damak, senior director, Financial Institutions Ratings, at ratings agency S&P.
As to problems in the Western markets, again, exposures are manageable. “On average, banks we rate in GCC had exposure to the US of 4.6 per cent of assets and 2.3 per cent of liabilities at year-end 2022,” says Damak.
“Generally, GCC banks would have limited lending activity in the US and most of their assets there would be in high-credit quality instruments or with the Federal Reserve. The exposure to Europe tends to be limited as well, except for banks that have a presence in some European countries like France or the UK. Most of the activity in these jurisdictions tends to be linked to home countries or generally made of high-quality exposures.”
This will not end SNB shareholder anxiety that the bank’s raison d’etre – supporting domestic projects related to Vision 2030 – had been sidelined in the pursuit of equity positions in global blue chips.
Qatari contagion
Similar questions will be asked in Qatar, where the QIA provided ballast for the Swiss bank’s balance sheet in 2021, when it issued $2bn in convertible notes. The Qatari wealth fund will be reviewing its bank holdings and stress-testing its wider portfolio.
Others will do the same. “Gulf sovereign wealth funds will probably review their asset allocations, regardless of this current crisis,” one Gulf-based economist tells MEED. “The reality is that their role is changing. They were, in the past, more opportunistic investors. Today they are becoming strategic vehicles.”
If Gulf funds like QIA will no longer serve as the global financial system’s white knights – as they proved in the 2008 financial crisis – this may prompt a reconfiguration of investment strategies.
There will be a steep learning curve, says one Gulf-based economist – on both sides.
Governance implications
In light of the growing financial strength of the Gulf institutions come new responsibilities and governance requirements, reflecting the dawning reality that Gulf institutions are growing into increasingly globally systemically significant investors or sources of capital.
“They need to act accordingly,” says the economist. “Not just from the global governance perspective, but also from the perspective of protecting their assets.”
Gulf institutions’ transformation into opportunistic investors was well-timed when liquidity was required at short notice.
“The money centres of the world turned to one of the biggest honey pots they could identify. And, of course, some of the old reservations were conveniently parked aside, at least for the time being,” says the economist.
The challenge for the Gulf institutions was the lack of deep experience or institutional frameworks needed to underpin those initial investments.
“Opportunities arose, these countries chose to take them and they got lucky because they helped stabilise the global financial system, and they helped protect the reputation of these institutions. And no major mistakes were made. But that initial opportunistic approach will no longer fly,” says the economist.
Gulf sector outlook
The Credit Suisse saga has also prompted much ruminating in Western media to the extent that Western institutions may cast a more wary eye in future over their Gulf counterparts.
But absent new funding sources, the GCC's appeal may prove irresistible to them. After all, says the economist, beggars can’t be choosers.
“What is the alternative to resorting to institutions such as the Gulf sovereign funds? They’re not going to go to China, that’s for sure. The only real alternative is to get some sort of a backstop from national central banks. And that is pretty much as close as you can get to a moral hazard,” he says.
The broader global picture is evolving. How Gulf institutions related to primarily Western institutions will also be influenced by the change in the GCC states’ foreign policy.
Gulf governments are increasingly cognisant of the need for a balanced, multi-directional foreign policy. And that is something they will also want to reflect in their wealth funds and banks’ investment behaviour.
The next year should provide an insight into how the post-Credit Suisse modus vivendi will play out.
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Saudi Arabia stands at a pivotal moment. Its population – around 35 million and rising – is overwhelmingly young and increasingly urban. Major cities like Riyadh – approaching 8 million residents – and Jeddah are experiencing rapid growth in population and activity, increasing demand for efficient mobility solutions. After decades of car-focused development, there now exists an opportunity to introduce new modern multimodal transport solutions in line with the objectives of Vision 2030.
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The time is ripe for rail – it addresses urgent urban challenges and propels the kingdom towards its Vision 2030 objectives of sustainability, connectivity and diversified growth
Current and planned projects
Public transportation in Saudi cities is targeted to rise from 1% to 15% by 2030. Major investments are already under way or planned across both passenger and freight rail:
Riyadh Metro: A flagship $22.5bn project, the new six-line Riyadh Metro network (176km, 85 stations) is set to carry more than a million passengers daily and reduce traffic volumes by an estimated 30%.
Haramain High-Speed Railway: Completed in 2018, this 450km electric high-speed line connects the holy cities of Mecca and Medina via Jeddah at speeds up to 300km/h. The Haramain line, with a capacity of 60 million passengers a year, has already transported more than 20 million travelers – dramatically cutting travel times for pilgrims and residents while offering a comfortable, climate-friendly alternative to highway driving.
Saudi Landbridge Project: The Landbridge is a planned 1,300km railway linking the Red Sea coast to the Arabian Gulf. This new line will connect Jeddah’s port with Riyadh and onward to Dammam on the Gulf, including a spur to the industrial city of Jubail. By creating the first direct east-west rail corridor across Saudi Arabia, the Landbridge will revolutionise freight logistics. Transport times for containers and goods will shrink from days by truck or ship to mere hours by rail, slashing logistics costs. The Landbridge will also carry passengers, enabling fast travel between major cities.
GCC Regional Rail Connectivity: This 2,100+km network – slated for completion around 2030 – will tie together all six GCC states. Key corridors for Saudi Arabia include a line north to Kuwait City-Riyadh, and another south linking Riyadh with Doha, Qatar (via the Saudi-Qatar border at Salwa). There is also a planned connection from Dammam eastward via a new causeway to Bahrain. Saudi Arabia, by virtue of its geography, will host the largest share of the GCC rail route, effectively becoming the backbone of Gulf connectivity.
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Financing Rail Projects in Saudi Arabia
Given the Vision 2030 emphasis on private sector participation, Saudi Arabia has a diverse range of financing tools for its rail programme:
PPPs: In a PPP, private consortiums can design, build, finance and often operate infrastructure, sharing risks and rewards with the public sector. Saudi authorities see PPPs as a way to deliver projects efficiently while conserving public capital for other priorities. The Riyadh Metro, while government-funded during construction, will involve private operators for its operations and maintenance contracts. More directly, the upcoming Qiddiya rail link is planned as a PPP concession, with international firms invited to invest and bring innovative technology. The long-delayed Landbridge project, after earlier attempts, is now also expected to be executed via a PPP/BOT (build-operate-transfer) structure, overseen by Saudi Railway Company (SAR) and the Public Investment Fund (PIF).
Islamic Finance: Saudi Arabia’s leadership in Islamic finance makes sharia-compliant funding mechanisms a natural fit for its rail investments. Project sponsors and government-related entities have the option to issue sukuk (Islamic bonds) or use Islamic project finance structures to fund rail construction. These instruments attract capital from local and regional banks and funds that prefer sharia-compliant assets. For example, the PIF has raised billions through sukuk to support infrastructure development. Rail projects – which generate steady long-term cash flows and tangible assets – are well-suited to Islamic finance principles like asset-backing and profit-sharing. This approach also resonates with the cultural and religious context, making public support for these projects even stronger.
Sustainable Finance: Saudi Arabia is turning to sustainable finance to fund rail and transit as sustainability becomes a global investment theme. Green bonds and loans fund environmental projects and rail qualifies by cutting emissions. Through their green bond frameworks, the government and PIF have issued multibillion-dollars bonds that include clean transport. By identifying projects aiming to improve environmental outcomes, Saudi Arabia can tap into the growing pool of internal ESG-focused investors who are eager to finance low-carbon infrastructure. This can potentially lower borrowing costs and enhance the kingdom’s image as a sustainable development champion. Additionally, global development banks and export credit agencies have shown interest in supporting Gulf rail projects on climate grounds. For instance, a significant portion of the Riyadh Metro’s rolling stock and systems was financed via export credits, and future rail lines could attract sustainable development loans.
Transforming transport
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King Salman airport tenders fuel facility PPP4 December 2025

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King Salman International Airport Development Company (KSIADC) has started the procurement process for new and expanded aircraft fuel storage facilities, as well as a fuel distribution network and hydrant systems servicing new aircraft parking areas at the King Salman International airport (KSIA) in Riyadh.
The closing date for bid submissions is 1 March.
The project will be implemented as a public-private partnership on a design, build, finance, operate and maintain basis.
The concession period is 30 years.
The project assets include a new aviation fuel farm, a new into-plane (ITP) service facility and other associated equipment.
The core component of the project is the new fuel farm facility, which will comprise six above-ground storage tanks with a combined total capacity of 130,000 cubic metres by 2050; 24 fuel pumps with associated filter sets, control panels and instrumentation; and two fire protection water storage tanks with a capacity of over 25 million gallons.
The other facilities include a loading/unloading gantry, a fueler loading facility, a control room, a receipt area, product recovery, waste product handling, a water treatment facility and a test rig.
The project will complement and eventually integrate with the current fuel network and hydrant system servicing the existing aircraft parking areas at the airport.
Interested bidders can send their credentials to affproject@ksia.com.sa The current network is operated by the state-owned oil company Saudi Aramco, which will continue to handle the existing facility until operations are transferred to the selected concessionaire.
Saudi Aramco will continue to be the sole fuel supplier to the facility.
Construction of the new facility will be undertaken in phases.
KSIADC aims to achieve financial close of the project by the end of 2026.
Construction works on the project’s first phase are slated for completion by early 2029.
KSIADC is preparing the delivery of several key components of the KSIA project. In November, MEED exclusively reported that the client is targeting mid-2026 to award the contract for the construction of Terminal 6 at the airport.
In August, MEED exclusively reported that KSIADC had invited contractors to submit their best and final offers for the first phase of Terminal 6 and the Iconic Terminal.
The contract award is also imminent for the construction of the third runway of the airport.
Project scale
The project covers an area of about 57 square kilometres (sq km), allowing for six parallel runways, and will include the existing terminals at King Khalid International airport. It will also include 12 sq km of airport support facilities, residential and recreational facilities, retail outlets and other logistics real estate.
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State-owned Kuwait Gulf Oil Company (KGOC) is now expecting its project to develop an onshore gas plant next to the Al-Zour refinery to be worth more than KD1bn ($3.3bn), according to industry sources.
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One source said: “Previously, KGOC had been talking about a budget of KD850m, but since then the value has gone up significantly.”
As the project has expanded, there have been ongoing discussions about splitting it into several packages, but, as things stand, KGOC still intends to tender it as a single package, sources said.
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Since then, the schedule has been shifted back slightly, but there is still a chance that it will be tendered before the end of the year if other parts of the pre-tender process proceed smoothly.
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France-based Technip Energies completed the contract for the front-end engineering and design (feed).
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