
US announces sanctions on companies involved in trading Iranian oil
The US on Wednesday announced sanctions on entities engaged in the trading of Iranian oil, as talks between Tehran and Washington over a new nuclear deal are set to reconvene this weekend. President Donald Trump reinstituted a 'maximum pressure' campaign against Iran after he returned to office in January, with the stated goal to drive Iran's petroleum exports down 90 per cent. The State Department said the new sanctions take aim at four sellers and one purchaser of Iranian petrochemicals worth hundreds of millions of dollars, as well as a marine management company accused of playing a major role in Tehran's crude energy supply train, and an Iran-based cargo inspection company. Two vessels managed by the marine management company have also been identified as blocked property, the State Department said. 'So long as Iran attempts to generate oil and petrochemical revenues to fund its destabilising activities, and support its terrorist activities and proxies, the United States will take steps to hold both Iran and all its partners engaged in sanctions evasion accountable,' Secretary of State Marco Rubio said in a statement. These are the latest in a series of sanctions against Iran enacted by the Trump administration, and come after the US and Iran scheduled continuing talks in Rome on Saturday on the development of a new nuclear agreement. During Mr Trump's first term in office, he withdrew the US from a deal between Iran and world powers that placed limits on its nuclear programme in return for sanctions relief. In March, he indicated openness to drawing up a new deal. Despite the continuing talks, the US has continued to hit Iran with sanctions and Mr Trump has threatened possible military action if a deal does not come to fruition quickly.

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The National
an hour ago
- The National
Climate change sceptics and clean fuel shortage risk airline industry's decarbonisation target
The airline industry's central sustainability goal of net zero emissions by 2050 is at risk from the policies of climate change sceptics, such as US President Donald Trump. The rise of world leaders who support fossil fuels over renewable energy development and the scaling back of environmental regulations are 'obviously a setback', Marie Owens Thomsen, Iata's senior vice president of sustainability and chief economist, said. 'It does imperil success on the 2050 horizon,' she said. 'But I don't think it's going to reverse or halt progress, it will just slow progress. Now that's bad enough ... the 2050 deadline is coming furiously fast.' During its annual meeting in New Delhi last week the International Air Transport Association (Iata) nevertheless remained committed to the 2050 target date, despite airing escalating concerns about the cost, availability and insufficient government incentives for the production of sustainable aviation fuels (SAF). This is not where we should be in 2025 ... there is no time for delay and no tolerance for government greenwashing and unnecessary cost increases Willie Walsh, director general, Iata Iata member airlines agreed in 2021 to target net zero emissions in 2050 based mainly on a gradual switch to SAF, which is made from waste oil and biomass. The aviation industry accounts for 2.5 per cent of global carbon dioxide emissions, according to the International Energy Agency. But it has come under increasing pressure from environmentalists to curb its carbon footprint amid booming air travel demand. While the amount of SAF produced will double to two million tonnes in 2025, that represents only 0.7 per cent of airlines' jet fuel demand, according to Iata's latest data. The average cost of SAF in 2024 was 3.1 times that of jet fuel, for a total additional cost of $1.6 billion, according to Iata estimates. In 2025, the global average cost for SAF is expected to be 4.2 times that of jet fuel. 'Another problem, which is related, is that oil is so cheap,' Ms Thomsen said. 'I think that also diminishes the sense of urgency that people have.' Oil prices will need to trade above $80 a barrel, or even above $100 a barrel, before there is pressure to create new energy markets, she said. Brent, the benchmark for two thirds of the world's crude, was trading around $66 a barrel on Sunday. Lower oil prices come amid Mr Trump's tariffs scheme, his calls to " drill baby drill" and a decision by Opec to hike crude output quotas. Iata estimates the cost of achieving net zero carbon emissions by 2050 to be an enormous $4.7 trillion, or $174 billion a year. However, ramping up the production of SAF is 'entirely achievable' as there is sufficient feedstock and the technology is available to get started, Ms Thomsen said. The required SAF investments are comparable to the money governments had poured into developing previous new energy markets such as wind and solar, she said, adding that the funding can also be found by scrapping subsidies to the world's major oil producing companies. 'The world is subsidising large oil companies to the height of $1 trillion per year. With that money, if it were redirected in its totality, we could solve our energy transition in less than five years,' she said. 'The thing that is really missing is the courage and willingness to take on vested interests.' Sounding the alarm SAF production needs an 'exponential expansion' to meet the demands of the airline industry's commitment to net zero carbon emissions by 2050, said Iata, which represents some 350 airlines, comprising more than 80 per cent of global air traffic. Airlines cannot achieve the target by themselves and require more urgent action from governments, manufacturers, airport operators and fuel suppliers, Willie Walsh, Iata's director general, said. 'These actions must be accompanied by ringing the alarm bells on SAF production,' he said at the Iata meeting in India. Iata's decarbonisation roadmap estimates that SAF will provide 65 per cent of the carbon mitigation needed in 2050. 'This is not where we should be in 2025. We have a quarter-century to get to net zero. There is no time for delay and no tolerance for government greenwashing and unnecessary cost increases,' Mr Walsh said. Top priorities In April Mr Walsh had warned that industry efforts to achieve net zero by 2050 were 'off track', but he said last week that any alteration of the target was no discussed at the airlines' meeting in New Delhi. 'The industry is still obviously targeting net zero in 2050 ... we are concerned about the pace of progress,' he said. The value chain that needs to support airlines' transition to net zero is not making sufficient progress, and 'that's the reason we're calling it out', he added. Poorly co-ordinated government actions are leading to SAF mandates in different countries that have done little to stimulate production but have instead led to additional costs to the airlines without environmental benefits, he said. The Iata boss said there was a narrow window for the industry to meet its goals. 'It is a wake up-call. We still have time to get there, but we do need to see more action on the part of all the partners in the value chain to make sure the industry can get there,' he said. As of 2025, some 81 airlines had signed 170 SAF offtake agreements, signalling to producers that there is strong demand for the green fuel, according to Iata. Many airlines are unable to procure SAF without having to ship it over long distances, which defeats the purpose of reducing emissions, Mr Walsh said. 'Waning enthusiasm' Four years after global carriers committed to net zero by 2050, the Iata meeting marked escalating worry among airline chiefs about tackling climate concerns. 'There's a level of scepticism and perhaps even you could say waning enthusiasm for the overall energy transition,' Patrick Healy, group chair at Cathay Pacific, said during a panel on financing net zero target. 'Everyone's realising it's a lot more complicated than we thought a few years ago ... but it's not a problem we can turn our backs on.' Iata forecasts higher profits for airlines in 2025, with a drop in revenue offset by falling prices for traditional jet fuel. Rob McLeod, head of energy risk solutions at Hartree Partners, called on airlines to use the savings from fuel costs to invest more in SAF to help fund the energy transition. 'Lower fossil fuel prices effectively make renewables seem more expensive, but to flip it on its head: all the airlines in the room are saving so much money on their fossil jet [fuel], you've maybe got a bit more in your budget to invest more in SAF,' he told a panel about the energy transition. Iata also criticised plane manufacturers that have failed to deliver new fuel-efficient jets on time, forcing airlines to keep older planes flying for longer. 'Aircraft and engine manufacturers must make good on their promises to bring greater efficiency and carbon-reducing technologies to market fast,' Mr Walsh said. 'By the time we meet next year, we must be able to show more progress.'


Gulf Today
an hour ago
- Gulf Today
Weekly jobless claims hit 7-month high; imports post record decline
The number of Americans filing new applications for unemployment benefits increased to a seven-month high last week, pointing to softening labour market conditions amid mounting economic headwinds from tariffs. The report from the labour Department also continued to show workers losing their jobs having a tough time landing new opportunities as uncertainty caused by President Donald Trump's aggressive trade policy leaves employers reluctant to increase headcount. The data included the Memorial Day holiday, which economists said could have caused difficulties with the seasonal adjustment and likely contributed to the second straight weekly increase in unemployment claims. Still, they said the report offered some evidence of labour market strains. 'We won't dismiss the rise in claims over the last two weeks, which may be signaling weakening labour market conditions in response to the Trump administration's tariff policies and uncertainty,' said Nancy Vanden Houten, lead US economist at Oxford Economics. 'However, seasonal quirks might have contributed to the rise in claims.' Initial claims for state unemployment benefits rose 8,000 to a seasonally adjusted 247,000 for the week ended May 31, the highest level since last October. Economists polled by Reuters had forecast 235,000 claims for the latest week. With the start of the school holidays this month, claims could remain elevated as some states allow non-teaching staff to collect benefits. There were notable rises in unadjusted claims in Kentucky and Tennessee, likely related to layoffs in the motor vehicle industry amid duties on imported parts. Claims surged in the prior week in Michigan, attributed to layoffs in the manufacturing industry. But companies are generally hoarding workers after struggling to find labour during and after the COVID-19 pandemic. The Federal Reserve's Beige Book report on Wednesday showed 'comments about uncertainty delaying hiring were widespread,' noting that 'all districts described lower labour demand, citing declining hours worked and overtime, hiring pauses and staff reduction plans.' It said while some districts reported layoffs in certain sectors, 'these layoffs were not pervasive.' Stocks on Wall Street were higher. The dollar was steady against a basket of currencies. US Treasury yields rose. The number of people receiving benefits after an initial week of aid, a proxy for hiring, slipped 3,000 to a seasonally adjusted 1.904 million during the week ending May 24, the claims report showed. The elevation in the so-called continuing claims aligns with consumers' ebbing confidence in the labour market. SLACKENING labour MARKET The claims data have no bearing on the labour Department's closely watched employment report for May, scheduled to be released on Friday, as it falls outside the survey period. Nonfarm payrolls likely increased by 130,000 jobs last month after advancing by 177,000 in April, a Reuters survey of economists showed. The unemployment rate is forecast being unchanged at 4.2%. 'A gradual but genuine slackening of the labour market is underway,' said Oliver Allen, senior US economist at Pantheon Macroeconomics. There was, however, some welcome news on the economy. A separate report from the Commerce Department's Bureau of Economic Analysis showed the trade deficit narrowed sharply in April, with imports decreasing by the most on record as the front-running of goods ahead of tariffs ebbed, which could provide a lift to economic growth this quarter. The trade gap contracted by a record 55.5% to $61.6 billion, the lowest level since September 2023. The goods trade deficit eased by a record 46.2% to $87.4 billion, the lowest level since October 2023. A rush to beat import duties helped to widen the trade deficit in the first quarter, which accounted for a large part of the 0.2% annualized rate of decline in gross domestic product last quarter. The contraction in the deficit, at face value, suggests that trade could significantly add to GDP this quarter, but much would depend on the state of inventories. 'The collapse in the trade gap, although unlikely to be sustained, points to a massive trade addition to GDP growth and, if the offset to the import swing is not measured in inventories, second-quarter measured GDP growth could be eye-popping, possibly in the area of 5%, but as meaningless as the first-quarter's decline in output,' said Conrad DeQuadros, senior economic advisor at Brean Capital. Imports decreased by a record 16.3% to $351.0 billion in April. Goods imports slumped by a record 19.9% to $277.9 billion, held down by a $33.0 billion decline in consumer goods, mostly pharmaceutical preparations from Ireland. Agencies


Khaleej Times
2 hours ago
- Khaleej Times
US aerospace industry anxious as tariffs loom large
US airlines and aerospace manufacturers insist they have no use for tariff protections, warning that the proposed Trump administration levies could eat into the healthy trade surplus the sector has enjoyed for more than 70 years. At the request of President Donald Trump, Commerce Secretary Howard Lutnick's department launched an investigation on May 1 to determine whether to impose tariffs of between 10 and 20 per cent on civil aircraft and parts, including engines. The US industry those tariffs were crafted to protect swiftly let the administration know it was not interested. "Imposing broad tariff or non-tariff trade barriers on the imports of civil aviation technology would risk reversing decades of industrial progress and harm the domestic supply chain," the Aerospace Industries Association (AIA) said in a letter addressed to Lutnick and obtained by AFP. The interested parties were given until June 3 to communicate their positions. The very next day, Lutnick announced that Washington aimed to "set the standard for aircraft part tariffs" by the end of this month. "The key is to protect that industry," he said, adding: "We will use these tariffs for the betterment of American industry." But AIA and the Airlines for America (A4A) trade association voiced fear that far from helping, the tariffs would end up harming US manufacturers. "Unlike other industries, the civil aviation manufacturing industry prioritises domestic production of high-value components and final assembly," AIA pointed out. According to the organisation, US aerospace and defence exports reached $135.9 billion in 2023, including $113.9 billion for civil aviation alone. This allowed the sector to generate a trade surplus of $74.5 billion and to invest $34.5 billion in research and development, it said. The sector employs more than 2.2 million people in the United States across more than 100,000 companies, which in 2023 produced goods worth nearly $545 billion. In its response to Lutnick, the A4A highlighted how beneficial the international Agreement on Trade in Commercial Aviation (ATCA) had been by helping to eliminate tariffs and trade barriers over nearly half a century. "The US civil aviation industry is the success story that President Trump is looking for as it leads civil aerospace globally," it insisted. A full 84 per cent of production was already American, it said, stressing that Washington "does not need to fix the 16 per cent" remaining. "The current trade framework has enhanced our economic and national security and is a critical component to maintaining our national security moving forward," it said. For manufacturers, the potential tariffs would act like sand jamming a well-oiled machine that has been running smoothly for decades, experts warned. They would also throw off balance an ultra-sensitive supply chain still recovering from the Covid-19 pandemic. "To avoid the situation getting worse, we advocate to keep aerospace outside of trade wars," Willie Walsh, head of the International Air Transport Association (IATA), told the organisation's general assembly last week. AIA meanwhile stressed that "aircraft and parts are already in high demand and have a limited supply." "Integrating new suppliers and expanding capacity is complex, timely, and costly," it warned, pointing out that finding suppliers capable of meeting rigorous safety certifications could "take up to 10 years." Delta Air Lines also argued for sticking with the status quo, cautioning that the proposed tariffs "would hinder Delta's ability to maintain its current trajectory." "If component parts incur tariffs upon entering the United States, Delta will be at a competitive disadvantage to foreign competitors," it said. "The action would also impose an unexpected tax on Delta's purchases of aircraft contracted years in advance." Delta chief Ed Bastian insisted in late April that the airline "will not be paying tariffs on any aircraft deliveries we take," adding that it was "working very closely with (European group) Airbus" to minimise the impact. Delta pointed out in its letter to Lutnick that it currently had 100 aircraft on order from Boeing, and that it was demanding that its Airbus A220s be produced primarily in Mobile, Alabama. But if the tariffs are imposed, it warned, "Delta would likely be forced to cancel existing contracts and reconsider contracts under negotiation."