Kuwait enjoys sustained non-oil growth
25 August 2023
This month’s special report on Kuwait also includes:
> POLITICS: Stakeholders hope Kuwait can execute spending plans
> ENERGY: Kuwait’s $300bn energy target is a big test
> POWER & WATER: Warming erodes Kuwait’s power and water reserves
> BANKING: Kuwaiti banks enter bounce-back mode
> INTERVIEW: Kuwait’s Gulf Centre United sets course for expansion

After witnessing a substantial upswing in its economy in 2022, with real GDP growth surging to 8.2 per cent, according to the IMF, Kuwait’s growth has nominally slowed to 0.1 per cent in 2023. However, this plummet on paper is more a function of the country’s pullback in oil production than any dramatic swing in its economic fate.
Amid the surprise production cuts by the Opec+ producers in April 2023, Kuwait announced a cut of 128,000 barrels a day (b/d), equivalent to about 10 per cent of the group’s 1.15 million b/d in total cuts and around 5 per cent of Kuwait’s output.
In May and June, Kuwait pumped 2.55 million b/d of crude oil, down from 2.65 million b/d in April. For 2024, the country’s quota is 2.676 million b/d.
This curbing of the country’s primary export has naturally had a significant impact on headline growth, but looking ahead to 2024, the growth rate is projected to recover to 2.7 per cent.
Non-oil sustenance
Behind the fluctuations in Kuwait’s headline real GDP growth due to oil production and prices, the country continues to enjoy strong domestic demand and robust non-oil growth, with 4 per cent non-oil GDP growth in 2022 and a projection of 3.8 per cent growth in 2023, according to the IMF.
The World Bank, meanwhile, expects Kuwait’s non-oil economy to grow by 4.4 per cent in 2023.
Kuwait’s fiscal surplus stood at an estimated 7 per cent of GDP in the 2022/23 fiscal year, although that surplus is expected to disappear in 2023/24 after the Kuwait government approved an expansionary budget with a spending allocation of KD26.3bn ($85.5bn) for the current fiscal period – more than 12 per cent larger than the KD23.5bn spending budget for 2022/23.
If ultimately spent, the significantly higher allocated expenditure should further stimulate the non-oil economy.
The budget, approved on 2 August before the parliamentary summer recess, anticipates a fiscal deficit of KD6.8bn. This follows Kuwait achieving its first budget surplus in nine years in 2022/23. The current budget is based on an assumed average oil price of $70 a barrel, with an estimated government revenue of KD19.5bn, including KD17.2bn from oil revenue.
Kuwaiti business leaders are cautiously optimistic that this 2023 government could be the one to break the political gridlock
Oil price uncertainty
Looking ahead, oil price volatility remains the key threat to the oil-dependent Kuwaiti economy. Despite this, 2023/24 is conservatively budgeted in terms of its oil price assumptions, broadly aligning with the IMF assumptions for a $73.1 average in 2023, and $68.9 in 2024, and comparing with a July 2023 spot price around the $80-mark.
The hope will be that the price will remain at a higher mark and that the budgeted oil price turns out to be overly precautionary.
However, China’s economy showed signs of slipping again in July, with both imports and exports falling – a worrying sign for global trade and commodity prices. In mid-August, the International Energy Agency lowered its 2024 oil demand growth forecast to 1 million b/d in 2024, down 150,000 b/d from its prior forecast, pointing to a combination of high interest rates, tight credit, and sluggish manufacturing and trade.
The uncertainty of such scenarios should lend haste to the fiscal and structural reforms waiting in the wings. The hope is that Kuwait’s newly minted parliament and cabinet could mean that a resolution to the political gridlock is in sight, offering a path to the fiscal and structural reforms the country requires.
Kuwaiti business leaders are cautiously optimistic that this 2023 government could be the one to break the political gridlock between the government and parliament and reset the loop of successive resignations, reappointments and elections that have recently prevented any reform progress.
Reform requirements
Fiscal measures identified by the IMF as priorities include the need to rationalise Kuwait’s public sector wage bill and phase out energy subsidies, alongside introducing the long-delayed value-added tax and expanding the country’s corporate income tax base.
Advocated structural reforms include labour market reforms, competition strengthening, and climate change adaptation and mitigation.
Enacting at least some of these reforms will be crucial to Kuwait’s fiscal and economic viability in the medium to long term, with each delay only making tackling items such as the public sector wage bill harder.
In the short term, Kuwait can, of course, keep pumping. In June, Kuwait Oil Company CEO Ahmed Jaber al-Aydan told the Kuwait Times that the country’s oil production capacity would reach 3 million b/d by 2025. He also said the oil company would spend KD13bn ($42.5bn) on oil projects over the next five years.
The Kuwait government, meanwhile, announced in July that it planned to boost its crude oil production capacity to 3.15 million b/d within four years.
Yet at some point, Kuwait will still need to take a long, hard look at its future finances. All hopes are presently set on the 2023 government being the one to start moving in the right direction.
Exclusive from Meed
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Riyadh looks to reset its regional defence outlook11 September 2026
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Saudi Arabia sets October deadline for Mecca metro design11 September 2026
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Consortiums submit bids for Sadara cogeneration plant11 September 2026
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UAE plans 150km Boring Company tunnel network11 September 2026
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Riyadh looks to reset its regional defence outlook11 September 2026

Saudi Arabia may not have suffered as many Iranian missile and drone strikes as some of its neighbours – Bahrain, Jordan and Kuwait have all had to contend with many more during this year’s conflict – but it still feels exposed. Like other Gulf countries, Riyadh has learnt that its deep defence and economic ties to the US, which were meant to provide security and deter aggressors, have in some ways merely made it a target for Tehran.
The threats are not just from direct Iranian strikes, though. In late July, Saudi Arabia joined with the US to attack Iraqi militia groups alleged to have targeted Saudi energy sites in the preceding days.
Yemen’s Houthis are also re-emerging as a serious threat. After several years in which the conflict in Yemen was largely in abeyance, the Yemeni group has in recent months repeatedly launched attacks on Saudi airports and refineries, as well as on ships passing through the Bab El-Mandeb Strait.
From mid-July to mid-August, the Houthis carried out 16 attacks against Saudi assets, including seven oil facilities and six oil tankers, according to the conflict monitoring group Armed Conflict Location & Event Data (ACLED). Riyadh responded with hits on Houthi targets; most notably on weapons depots and other infrastructure in the port city of Hodeidah on 24 July.
The Houthis stepped up their attacks on 8 August, firing dozens of ballistic missiles and drones at Saudi Aramco facilities in Abha, Jaqzam, Khamis Mushait and Najran. The Saudi authorities said 73 civilians were injured. Major General Turki Al-Malki, a spokesman for the Saudi-dominated Coalition to Support Legitimacy in Yemen, described the Houthi attacks as “a dangerous escalation” and said Riyadh would take “all necessary operational measures” to deter further attacks.
So far, a return to a full-scale war in Yemen has been avoided, but ACLED’s Middle East analyst Sherwan Hindreen Ali warned in a report in August that, if both sides continue to escalate, the “chances for renewed full-scale war increase exponentially”.
New partnerships
The increasingly volatile nature of the region has prompted Riyadh to reevaluate its approach to security and to develop new defence partnerships with allies.
The first major step came in late July, when Saudi Arabia launched the Multinational Maritime Defence Coalition with an initial band of 13 other countries; more are expected to sign up in the coming months. The group is designed to protect shipping in the Red Sea, the Gulf of Aden and nearby waters, with Saudi Arabia’s Rear Admiral Abdullah Bin Salem Al-Shehri as its commander.
That was followed by a trilateral mutual defence pact with Pakistan and Turkiye signed in Mecca on 7 August. Their joint defence agreement includes a provision that an attack on any one of them will be considered an attack on all three. At a meeting in Istanbul on 31 August, the partners agreed to set up a secretariat in Riyadh.
There have been other, smaller steps too. In late August, Saudi Arabia signed an agreement to expand defence co-operation with France, during a visit by Crown Prince Mohammed Bin Salman Al-Saud to Paris (pictured). And on 1 September, Saudi Arabia’s National Cybersecurity Authority signed a memorandum of understanding with Pakistan to strengthen cybersecurity cooperation.
Diplomatic tracks
For Riyadh, enhancing its security capabilities to deter Iran and the Islamic Republic’s allies in Yemen and Iraq is a critical issue. However, the Iran war looks unlikely to be resolved by military means alone. Indeed, Saudi officials have repeatedly emphasised their preference for a negotiated, diplomatic solution to the conflict.
The regional diplomatic efforts have been spearheaded by Pakistan, Oman and Qatar, but Saudi Foreign Minister Prince Faisal Bin Farhan Bin Abdullah Al-Saud has also spoken on several occasions to his Iranian counterpart Abbas Araghchi – most recently on 6 September.
One issue where Riyadh is less keen to publicly engage is in relation to Israel. When Saudi Arabia signed an agreement with the US in July covering the development of a civil nuclear power programme, the deal made no mention of Riyadh having to normalise links with Israel – a condition that previous US administrations had insisted on. That was a notable win for Saudi Arabia, although it was thrown into doubt when US President Donald Trump insisted in the following days that the deal would only proceed if Riyadh signed up to the Abraham Accords.
Trump sent the proposed nuclear deal to the US Congress for approval in late August, but administration officials reiterated at the time that the pact would only go into effect if Riyadh normalised relations with Israel – something that, in the current environment, looks extremely unlikely.
Alliance strains
Saudi Arabia’s close ties with the US have been a central element in the kingdom’s regional positioning for decades – but the combination of the Iran war and the volatile nature of the Trump administration means the strength and direction of those ties are now a matter of speculation.
The situation is made more complex by the rivalry between Riyadh and Abu Dhabi, with their differing approaches to regional conflicts and diplomatic initiatives creating a strain within the GCC bloc.
Both sides have tried to change the narrative. In July, Saudi Media Minister Salman Al-Dosary and the UAE’s National Media Authority (NMA) chairman Abdulla Bin Mohammed Al-Hamed issued similar statements on social media denying any rupture between the two governments, with Al-Dosary writing that the countries were “united by a shared history and heritage, and wise leadership”.
On the broader regional stage, Saudi Arabia remains unable to fully insulate itself against the Iran war. On 31 August, the Saudi oil tanker SIDR was hit by Iranian projectiles while transiting the Strait of Hormuz, resulting in the death of two crew members. On the same day, another Saudi oil tanker, the Amzan, was hit by Yemen’s Houthis off the coast of Yanbu, in the Red Sea.
Coupled with the wave of Houthi attacks on 8 September, it suggests that Saudi Arabia’s efforts to create new layers of deterrence have yet to make their mark.
Photo credit: SPA
MEED’s October special report on Saudi Arabia also includes:
> ECONOMY: Conflict bolsters case for Saudi economic diversification
> BANKING: Saudi lenders readjust to lower lending and deposit climate
> POWER: Saudi Arabia’s power award activity slows
> WATER: Saudi water sector hits sharp slowdown
> CONSTRUCTION: Saudi construction defies the headwinds
> TRANSPORT: Saudi infrastructure pushes forward amid conflicthttps://image.digitalinsightresearch.in/uploads/NewsArticle/19583845/main.gif -
Consultant wins Dubai Al-Maktoum airport metro link11 September 2026

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US-based engineering firm Aecom has won a design contract for the Route 2020 extension, which will start from the Expo 2020 metro station and connect with Al-Maktoum International airport’s West Terminal.
Dubai’s Roads & Transport Authority (RTA) awarded the contract.
The extension will run about 3 kilometres (km) and include two stations.
MEED understands the invitation to bid was issued in January, with a submission deadline in mid-March.
The existing Route 2020 metro link is a 15km-long line that branches off the Red Line at Jebel Ali metro station. The line comprises 11.8km of elevated tracks and 3.2km of tunnels, and has five elevated stations and two underground stations.
The RTA awarded the AED10.6bn ($2.9bn) design-and-build contract for the project to a consortium of Spain’s Acciona, Turkiye’s Gulermak and France’s Alstom in 2016.
The RTA also selected Aecom to provide consultancy services for the upcoming Dubai Metro Gold Line project, also known as Metro Line 4, in October last year, as MEED reported.
The Gold Line will start at Al-Ghubaiba in Bur Dubai. It will run parallel to – and alleviate pressure on – the existing Red Line, before heading inland to Business Bay, Meydan, Global Village and residential developments in Dubailand.
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Saudi Arabia sets October deadline for Mecca metro design11 September 2026

The Royal Commission for Makkah City & Holy Sites (RCMC) has set a deadline of 14 October for a contract covering the initial design studies for its long-planned metro network in the holy city.
The scope includes reviewing existing studies, preparing a concept design, conducting land acquisition studies, developing an integration concept for future phases and other related studies.
The notice was issued in May, with an initial submission deadline of 5 August, as MEED reported.
In September last year, RCMC invited contractors to attend an early market engagement meeting for the project.
In an explanatory document inviting companies to attend the event, the RCMC’s General Transport Centre said it was seeking to gauge market interest in the multibillion-dollar project and obtain feedback on its proposed procurement approach.
MEED exclusively reported in June last year that the project was restarting. Current plans envisage a four-line network, named lines A-D, with 89 stations and three depots, to be implemented over three phases between 2032 and 2045.
Project scope
Stage 1 focuses on lines B and C, involving 2.4 kilometres of tunnelling under the Masar project and integration with the existing Mashaer line.
The network will run just over 62km and comprise 31 stations, 21 of which will be underground, including three iconic stations. A total of 19.5km will run through tunnels, while 41.2km will be elevated, with the remainder at grade.
The 66 required trainsets are projected to provide a daily passenger capacity of about 450,000, equating to annual ridership of 171 million.
The 84.7km-long second phase, due to be operational by 2038, will extend the two lines towards the outskirts of Mecca and includes construction of the initial inner and central segments of lines A and D.
Comprising 61.1km elevated and 18.6km underground, Phase 2 is planned to add 45 stations serving the two new lines, as well as two depots and a potential interconnection with the planned Saudi Landbridge. The 59 trainsets for Phase 2 will increase the network’s projected total annual passenger capacity to more than 500 million.
Phase 3 covers the elevated 36km extension of lines A and D and involves procurement of a further 72 trainsets, increasing the network’s ultimate passenger capacity to 1.2 million daily and 642 million annually by completion in 2045.
Associated development
The metro plan also envisages several transit-oriented developments (TODs) at different points on the route. These will typically comprise commercial, residential and retail elements to maximise the investment case.
The client’s proposed procurement approach involves three distinct packages: civil and systems works, TODs, and operations and maintenance.
The initial concept calls for some of the project to be delivered on a public-private partnership (PPP) basis, wherein the private sector, through special purpose vehicles, will part-finance, build, operate and then transfer commercially viable elements of the scheme.
The then-called Mecca Mass Rail Transit Company (MMRTC) first launched the metro project in 2013; however, the scheme has faltered for more than a decade due to funding issues, land acquisition challenges and scope changes.
The relaunch of the procurement process raises hopes that the project will now come to fruition, although it is likely to be at least 18 months before any definitive works start.
Mecca is home to Saudi Arabia’s first metro, the nine-station, 18km-long Mashaer line, which opened in 2010. It operates only seven days a year during Hajj, but carries more than 2 million pilgrims during that time.
Some 30 million pilgrims visit the city each year, with this number set to grow. A known, quantifiable and growing demand base will help facilitate the use of a PPP mechanism if the framework is adopted.
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Consortiums submit bids for Sadara cogeneration plant11 September 2026

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At least three consortiums have submitted bids for the contract to develop and operate a cogeneration steam and power plant catering to the Sadara petrochemicals complex in Saudi Arabia.
The planned independent steam and power plant (ISPP) project will have a capacity for 400MW-450MW of combined-cycle electricity generation and 550-700 tonnes an hour of steam.
According to sources, bids were submitted for the contract at the end of August.
The consortium bidders include:
- Abu Dhabi National Energy Company (Taqa) / Samsung C&T (South Korea)
- Al-Jomaih Energy & Water (Saudi Arabia) / Albawani (Saudi Arabia) / Sepco 3 (China)
- Acwa (Saudi Arabia), Korea Electric Power Corporation (Kepco) / Doosan Enerbility (South Korea)
Sadara Chemical Company (Sadara) is the project client. It is the downstream joint venture of Saudi Aramco and US-headquartered Dow Chemical.
The estimated $500m project includes construction of a power plant, substations, a seawater intake system and associated switchyards and switchgear.
The project will also include gas turbines and a back-pressure steam turbine, as well as facilities for steam production.
In 2024, MEED exclusively reported that Sadara had prequalified potential bidders for the project. It is understood that the request for proposals was issued towards the end of last year.
The first units at the $20bn Sadara petrochemicals complex in Jubail began production in 2016, and the complex became operational in 2017.
The Sadara complex is designed to produce more than 3 million tonnes a year (t/y) of chemicals and performance plastics, including polyurethanes, propylene oxide, propylene glycol, elastomers, polyethylene, glycol ethers and amines.
Construction is also continuing on the Najim cogeneration facility, which will supply the Amiral petrochemicals complex with up to 475MW of power and approximately 452 tonnes an hour of steam.
Previously known as the Amiral cogeneration independent steam and power plant, the project is being developed by a team comprising Abu Dhabi National Energy Company (Taqa) and Japanese power generation company Jera.
South Korean contractor Samsung C&T is the engineering, procurement and construction contractor for the project.
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UAE plans 150km Boring Company tunnel network11 September 2026
The UAE plans to build more than 150 kilometres of underground tunnel with US tunnelling firm The Boring Company, in a programme backed by a $3bn funding round the UAE led.
The Series D round values the Boring Company at $23bn, about four times the $5.7bn it was worth after a 2022 funding round. The UAE and affiliated investment entities led the round, which will accelerate a partnership to deploy underground infrastructure across the UAE, the firm said.
The 150km target marks a substantial expansion of the company’s footprint in the country, extending work already committed through the Dubai Loop project. It contrasts sharply with what has been contracted so far. The Boring Company has signed a construction contract with Dubai’s Roads & Transport Authority (RTA) for the pilot phase of Dubai Loop, covering a 6.4km route and four stations linking Dubai International Financial Centre (DIFC) and Dubai Mall. The pilot is expected to cost about AED565m ($154m), with tunnelling due to begin in the second half of this year.
The 150km figure therefore represents an ambition for the wider partnership rather than a contracted volume, with the bulk of the network yet to be tendered, designed or awarded. No timeframe has been attached to the target.
A second Dubai Loop phase will connect Dubai World Trade Centre and DIFC with Business Bay, extending the tunnels to 22km across 19 stations. The total cost across both phases is expected to be about AED2bn ($545m), with completion scheduled within three years. The pilot route is projected to carry about 13,000 passengers a day, rising to about 30,000 a day across the full route.
Other investors in the round include Human Capital, Vy Capital, Valor Equity Partners, Sequoia Capital, Andreessen Horowitz, Temasek, Shamal Holding and Baron Capital. The proceeds will also fund hiring, the scaling of the company’s Loop transit systems in the US cities of Las Vegas and Nashville, and further development of its Prufrock tunnel-boring machines, which it says can operate in both soft ground and hard rock.
The RTA and the Boring Company signed a memorandum of understanding in February last year to explore developing the Dubai Loop, and the construction contract followed in February this year. In May, US engineering firm Parsons was appointed as programme manager for the pilot phase, with a scope covering independent design verification, permitting and multidisciplinary design reviews.
The appointment comes amid a broader shift towards underground construction across the Gulf, as metro, sewerage and highway works in the UAE, Saudi Arabia and Qatar increasingly default to tunnelling.
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