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The International Maritime Organization’s (IMO) mid‑session talks on a global carbon levy for ships are being undermined by a coordinated push from LNG‑related interests. Countries with strong LNG fleets, such as Liberia, Panama and Greece, alongside major producers like the US, Saudi Arabia and Qatar, are shifting positions to dilute or scrap emerging decarbonisation rules.Mid‑IMO Negotiations Stalled by Pro‑LNG LobbyingAt the London headquarters of the IMO, delegates have reported intense lobbying from flag states and industry groups that benefit from transporting fossil fuels. Marie Fricaudet of UCL’s Energy Institute highlighted that about 40% of the global fleet carries fossil fuels, a trade that “must be phased out”. The lobbying has already prompted several nations to reverse support for strict greenhouse‑gas controls.Scale of LNG Fleet Expansion Raises Financial StakesThe International Gas Union (IGU) notes that the LNG shipping sector is booming:Current global LNG tanker fleet: ~750 vesselsNew LNG vessels on order: 337Capital‑intensive assets with operational lifespans extending beyond 30 yearsSuch numbers mean that any regulatory shift could affect billions of dollars in investment, making stakeholders highly motivated to protect their market share.How Pro‑Fossil Shipping Nations Threaten Global Climate GoalsCountries with large flag registries—Liberia, the Marshall Islands and Panama—are closely linked to LNG exposure through “flag‑of‑convenience” arrangements. Their opposition, combined with pressure from major LNG producers, risks:Delaying the implementation of the IMO’s carbon levyUndermining funding mechanisms for greener fleets in developing nationsCreating a regulatory gap that could lock in high‑emission fuels until the mid‑2030sEnvironmental groups warn that this could push global shipping emissions beyond the pathways compatible with the 1.5°C target.What the Next IMO Session May Hold for Carbon LeviesExperts anticipate a critical decision point in the October session. If pro‑LNG coalitions maintain momentum, the levy could be postponed for another year, weakening the “net zero framework”. Conversely, a coalition of climate‑focused states and civil‑society actors may preserve a working majority, keeping the levy on the agenda.“Member states must hold the line against those looking to once again disrupt and delay,” said Delaine McCullough of the Clean Shipping Coalition.Future scenarios hinge on whether the IMO can secure a consensus that balances the economic weight of the LNG fleet with the urgent need to decarbonise maritime transport.

The Shadow Fleet's Triumph in HormuzOn March 11, the Thai cargo ship Mayuree Naree was struck by two projectiles while crossing the Strait of Hormuz, one of the world's most important waterways located between Iran and Oman. A fire broke out in the engine room, and while 20 sailors were rescued, three remained trapped inside the stricken vessel. Their remains were found weeks later when a specialised rescue team boarded the vessel, which had run aground on the shores of Iran's Qeshm island.At about the same time, a "shadow fleet" of tankers continued to navigate the very same waters safely. Operating with fake flags, disabled signals and unspecified destinations, this covert armada survived because it operates outside the traditional rules of maritime trade.Iran threatened to block "enemy" ships passing through the Strait of Hormuz – a crucial chokepoint for a fifth of the world's oil – in the wake of the United States-Israeli war launched on February 28. Soon, navigation through the strait was disrupted amid fears of attacks.Following a temporary ceasefire on April 8, the United States imposed a full naval blockade on Iranian ports on April 13. Theoretically, traffic through the strait should have come to a complete halt.However, tracking data reveals a remarkably different reality.How Iran's Covert Maritime Network OperatedAn exclusive Al Jazeera open-source investigation tracked 202 voyages made by 185 vessels through the strait between March 1 and April 15, navigating both under fire and across blockade lines.To understand how the strait operated under extreme pressure, Al Jazeera's Digital Investigative Unit monitored the waterway daily, cross-referencing vessel International Maritime Organization (IMO) numbers with international sanction lists from the US Office of Foreign Assets Control (OFAC), the European Union, the United Kingdom and the United Nations. An IMO number is a unique seven-digit figure assigned to commercial ships.Of the tracked voyages, 77 (38.5 percent) were directly or indirectly linked to Iran. Notably, 61 of the ships transiting the strait were explicitly listed on international sanctions lists.The investigation divided the conflict into three distinct phases to map the fleet's behaviour:Phase 1: Open War (March 1 – April 6): 126 ships crossed the strait, peaking at 30 vessels on March 1. Among these, 46 were linked to Iran.Phase 2: The Truce (April 7 – 13): 49 ships crossed during this fragile pause. More than 40 percent of these vessels were tied to Iran, including the US-sanctioned, Iranian-flagged Roshak, which successfully exited the Gulf.Phase 3: The US Blockade (April 13 – 15): Despite the explicit naval blockade, 25 ships crossed the strait.Breaking the Blockade: Tactics and TechniquesWhen the US blockade took effect, the shadow fleet adapted immediately.The Iranian cargo ship "13448" successfully broke the blockade. Because it is a smaller vessel operating in coastal waters, it lacks an official IMO number, allowing it to evade traditional sanction-monitoring tools. The vessel departed Iran's Al Hamriya port and reached Karachi, Pakistan.Similarly, the Panama-flagged Manali broke the blockade, crossing on April 14 and penetrating the cordon again on April 17 en route to Mumbai, India.The investigation uncovered widespread manipulation of Automatic Identification System (AIS) trackers. Vessels such as the US-sanctioned Flora, Genoa and Skywave deliberately disabled or jammed their signals to hide their identities and destinations.The Global Network Behind Fake FlagsTo obscure ultimate ownership, the shadow fleet heavily relies on a complex web of "false flags" and shell companies. The investigation identified 16 ships operating under fake flags, including registries from landlocked nations like Botswana and San Marino, as well as others from Madagascar, Guinea, Haiti and Comoros.The operational network managing these ships spans the globe. Operating firms were primarily based in Iran (15.7 percent), China (13 percent), Greece (more than 11 percent) and the United Arab Emirates (9.7 percent). Notably, the operators of nearly 19 percent of the observed vessels remain unknown.Economic Impact on Global Energy MarketsDespite the intense military pressure, energy carriers dominated the traffic, with 68 ships (36.2 percent) transporting crude oil, petroleum products and gas. Ten of these tankers were directly linked to Iran. Non-oil trade also persisted, with 57 bulk and general cargo ships crossing during the open war phase, 41 of which were tied to Tehran.Before the war, at least 100 ships crossed the Strait of Hormuz daily. Today, a staggering 20,000 sailors are trapped on 2,000 ships across the Gulf – a crisis the International Maritime Organization described as unprecedented since World War II.A shadow Iranian fleet, meanwhile, has been navigating seamlessly as part of a parallel maritime system born from 47 years of US sanctions on Tehran. Washington slapped sanctions on Tehran following the 1979 Islamic revolution that toppled the pro-Washington ruler Shah Mohammad Reza Pahlavi. The two countries have had no diplomatic ties since 1980.Future Implications for Global Trade and SanctionsThe success of Iran's shadow fleet in evading the US naval blockade demonstrates the limitations of traditional sanctions and naval blockades in the modern era. As technology enables more sophisticated evasion techniques, international bodies may need to develop new monitoring and enforcement mechanisms to maintain effective sanctions regimes.The persistence of trade through the Strait of Hormuz, despite military conflict and blockades, underscores the critical importance of this waterway to global energy markets. Any prolonged disruption would have significant economic implications worldwide, potentially accelerating efforts to develop alternative trade routes and energy sources.Meanwhile, the humanitarian crisis affecting thousands of sailors stranded in the Gulf highlights the unintended consequences of geopolitical conflicts on civilian maritime operations, potentially prompting new international agreements on protecting neutral shipping during conflicts.

Brent Crude Hits Wartime Peak Amid Threat of Extended BlockadeOn Wednesday, Brent oil surged past $126 per barrel, marking the highest price since the 2022 war‑time spike. The rally was sparked by a stark warning from Donald Trump that the U.S. could keep its naval blockade of Iranian ports in place for months, while diplomatic talks remain stalled.Trump’s Blockade Warning Triggers 13% One‑Day Jump in BrentThe market reacted violently, with Brent climbing more than 13% in a single day – the steepest one‑day gain since the start of the conflict on 28 February. Key moments included:Trump telling oil executives the blockade could be sustained “for months if needed.”Iran’s response of nearly shutting the Strait of Hormuz to other tankers.Failed U.S.–Iran talks scheduled for Islamabad, leaving the stalemate unresolved.Price Spike Numbers: $126 per Barrel and Potential $190 OutlookAnalysts are already modeling the longer‑term impact:Current Brent price: $126 per barrel.Historical reference: Brent topped $120 only during Russia’s 2022 invasion of Ukraine, peaking at $139.Oxford Economics warns a six‑month Hormuz impasse could push prices to $190 by August.Economist Paul Krugman predicts a “full‑on global recession” if the strait stays closed for three more months.Broader Economic Ripple Effects of a Prolonged Hormuz Shut‑DownThe supply shock is already reverberating through the global economy:Daily oil supply loss of nearly 20 million barrels as the strait is choked off.U.S. consumer inflation rose 3.3% year‑over‑year in March.Britain faces a projected £35 billion hit and heightened recession risk in 2026.Rising petrol prices are feeding broader inflationary pressures worldwide.Policymakers in Washington and Europe are weighing emergency measures, while Iran’s foreign minister is courting allies in India, Kenya, and Poland to mitigate diplomatic isolation.What the Next Weeks May Hold for Oil Markets and Global GrowthLooking ahead, several scenarios could shape the trajectory:Continued blockade: If the U.S. maintains pressure, Brent could breach the $150 mark, intensifying recession risks.Breakthrough in talks: A diplomatic resolution within the next 30 days could stabilize prices back toward pre‑conflict levels (~$90‑$100).Escalation of hostilities: Further military actions around Hormuz could trigger supply cuts exceeding 30 million barrels per day, pushing markets into panic mode.Investors and governments should monitor naval movements in the Strait of Hormuz, statements from the White House, and any shifts in Iranian oil export strategies as the next critical indicators of market direction.

The Impact of US Sanctions on Iran's Economy Iran's national currency has plunged to new lows as authorities mobilise to dampen the impact of the naval blockade enforced by the United States. The Iranian rial shot above 1.81 million to the US dollar on the open market by early afternoon on Wednesday before partially recovering. The Freefall of the Rial The embattled currency changed hands for about 1.54 million earlier this week, and its rate was about 811,000 per US dollar a year ago. The rial had remained relatively stable over the past two months after experiencing an earlier drop as US forces amassed in the lead-up to the US-Israeli war on Iran, which began at the end of February. Economic Consequences of the Blockade The latest freefall follows on from unchecked inflation, which has been increasingly plaguing the Iranian economy as a result of mismanagement and sanctions, and continues to ravage households. Washington now has three aircraft carriers in the region and is bringing in more troops and equipment as Israel expresses readiness to restart fighting, three weeks after a ceasefire began. Non-Oil Trade Takes a Hit According to customs data released by state media, Iran's non-oil trade has been negatively affected after commercial ties were disrupted or cut off as a result of the war, and critical infrastructure was bombed. Iran's customs authority put the total value of non-oil trade in the Iranian calendar year that ended on March 20 at close to $110bn, with $58bn going to imports. Oil Exports in the Crosshairs The US is using its military capabilities and economic chokeholds to drive down Iran's oil exports, a goal that it has also pursued over recent years through sanctions. Since mid-April, the US military has been deploying its soldiers to take over or inspect ships transiting through waterways near Iran, in addition to targeting what is known as a shadow fleet of tankers used by Iran to circumvent sanctions and ship its oil.

US Naval Blockade Threatens Iran’s Oil Storage CapacityThe United States has maintained a naval blockade of Iranian ports and the Strait of Hormuz since April 13, 2026. The move aims to choke Iran’s oil revenues by preventing crude exports, forcing the country to store the oil it continues to produce.Rapid Rise in Iran’s Crude Inventories and Storage UtilizationFrom April 13 to April 21, satellite data showed an increase of over 6 million barrels in storage.By April 20, Kharg Island’s tanks were about 74 % full, having taken on roughly 3 million barrels in the preceding week.Iran’s domestic refineries can process 2.6 million barrels per day (bpd), while current export levels are 1.71 million bpd (April) versus 1.84 million bpd (March).Floating tank capacity adds another 127 million barrels of storage.Industry practice keeps storage below 80 % for safety, but Iran has previously exceeded this limit, reaching near 90 % in April 2020.Potential Production Cuts and Global Oil Market ImplicationsAnalysts from Kpler and the Columbia Center on Global Energy Policy (CGEP) warn that continued blockage could force Iran to trim output. While on‑shore storage still covers roughly 20 days of production, a gradual reduction is expected within the next week, with a higher chance of acceleration into May.Cutting production carries technical risks, such as reservoir pressure loss and increased water or gas intrusion, which could raise future extraction costs. Moreover, a production halt would shrink Iran’s export revenues, though the country could still earn from oil already en route on tankers.Outlook: When Might Iran Reduce Output and How Markets May ReactGiven the current storage trajectory, a decisive production cut is more likely a strategic choice than an absolute necessity. If Iran opts for an aggressive shutdown, it would preserve spare storage for a smoother restart once the blockade eases, mitigating long‑term supply disruptions.Global oil prices could experience volatility as markets weigh the risk of reduced Iranian supply against the potential for alternative sources to fill the gap. Investors should monitor US policy signals and any diplomatic developments that could alter the blockade’s duration.

The US-Iran Conflict: An Eight-Week Stalemate Donald Trump is learning first-hand about the perils of mission creep. The US-Israel war in Iran has just passed its eighth week – twice as long as the president predicted it would take when US warplanes launched their joint attack with Israeli forces to decapitate the Iranian leadership and paralyse its military. The Event Details The military attacks were successful. The predictions about the political cause-and-effect to follow were not. Iran has survived the initial strikes and remains defiant, closing the strait of Hormuz in a move that has blocked off a fifth of the global oil trade. The Data Analysis The US has responded with its own blockade to lock in Iranian oil, inflicting losses of an estimated $500m daily on Tehran and threatening the country’s long-term energy production – but negotiations have stalled and it is not clear if the White House is willing to withstand the pain of a sustained economic war or the risk of a military operation to open the strait. The Impact Analysis “This has gone from being a war of choice to a war of necessity,” said Aaron David Miller, an analyst at the Carnegie Endowment and a former US diplomat and Middle East negotiator. The war had transformed from a conflict involving Iran, the US and Israel to a “global economic crisis which shows no signs of abating”. The Prediction The solution remains elusive. One option would be to negotiate a temporary reopening of the strait of Hormuz but to delay nuclear talks on the fate of the more than 400kg of highly enriched uranium (HEU) – as well as the country’s right to enrich uranium in the future. But the New York Times has reported that Trump is “unsatisfied” with Iran’s most recent proposals to open the strait of Hormuz to tanker traffic.

The Lead: Barclays' Shadow Banking ChallengesBarclays has navigated two significant blow-ups in the shadow banking sector within just six months, yet the bank's first-quarter 2026 results still show resilience with pre-tax profits rising 3% to £2.8 billion. CEO CS Venkatakrishnan has acknowledged these incidents while promising more stringent lending practices moving forward.The Shadow Banking Setbacks: MFS and TricolorThe bank's recent troubles stem from two high-profile failures in the shadow banking world. First was Market Financial Solutions (MFS), which collapsed in February amid fraud allegations, resulting in a £228 million impairment charge. The second incident occurred last year with US sub-prime auto lender Tricolor, which cost Barclays £110 million amid similar fraud claims. These events raise questions about the bank's previous due diligence processes, with critics suggesting stable doors were being shut too late.The Financial Impact: Profits Remain ResilientDespite these setbacks, the financial impact on Barclays remains manageable. The £338 million combined losses from MFS and Tricolor represent a small fraction of the bank's overall performance. The first-quarter results show pre-tax profits actually increased by 3% to £2.8 billion, leading Venkatakrishnan to describe it as a 'solid quarter.' The bank maintained its £500 million share buy-back program as part of its medium-term plan to return cash to shareholders.While overall credit impairment charges have trended upward—reaching £823 million this quarter compared to £643 million a year ago—this increase is far from indicating an explosion in bad debts. The numbers suggest that while these incidents are embarrassing, they haven't fundamentally destabilized the bank's financial position.The Industry Impact: Shadow Banking Concerns PersistThese incidents occur against a backdrop of growing concern about shadow banking and private credit—two areas of finance that often blur into one another. Complex, opaque, and leveraged lending continues to worry regulators, particularly central bankers who struggle to achieve visibility into activities they don't directly regulate. The Bank of England's chief has already warned about worrying echoes of the 2008 financial crisis in these sectors.The broader financial industry remains on alert as these unregulated segments of finance continue to grow. Should private credit calamities multiply or somehow merge with lending stresses created by geopolitical conflicts like the Middle East situation, the consequences could be far more severe than what Barclays has experienced so far.The Future Outlook: Caution and VigilanceLooking ahead, Venkatakrishnan has pledged that Barclays will 'constrain lending to certain structured finance counterparties who operate more vulnerable business models and cannot convince us of the quality and independence of their financial controls.' This represents a clear shift toward more cautious lending practices in high-risk areas of finance.While the bank currently doesn't see any significant credit weakness in its UK or US consumer businesses or corporate lending, external factors like persistently high oil prices (around $110 a barrel) could potentially change this picture. As long as additional incidents like MFS and Tricolor remain isolated, Barclays' starting position appears reasonably stable, though the shadow banking sector will continue to demand close monitoring from both the bank and regulators.

The Resurgence of Somali PiracyThree vessels have been hijacked off the coast of Somalia in the past week, raising fears of a resurgence in piracy around the Horn of Africa and adding to the woes of the global shipping industry. The merchant vessel Sward was taken over on 26 April, a day after a dhow was seized, following the 21 April hijacking of Honour 25, a motor tanker carrying 18,000 barrels of oil.Recent Hijacking OperationsThe Sward, a cement carrier that departed the port of Suez in Egypt on 13 April, was en route to Mombasa, Kenya, when captured by pirates about 11km from the Somali port town of Garacad. The ship had 17 crew members, 15 from Syria and two from India. After the hijacking, pirates steered the ship toward the coast and anchored it in a remote area near Garacad, with six armed men and an English-Arabic interpreter boarding the vessel.As of Tuesday morning, four more armed men had boarded Sward, bringing the total number of pirates on board to 20. A shipment of khat, a narcotic stimulant, was delivered to the pirates from the inland city of Galkayo, suggesting a well-organized network on land preparing for a potential long siege.Economic Impact on Global ShippingThe surge in piracy comes at a critical time for global shipping, which is already reeling from the near-total closure of the Strait of Hormuz by Iran and attacks by Iranian-backed Yemeni Houthi rebels around the Bab el Mandeb strait. Ships must navigate these waters to exit the Red Sea, one of the world's busiest shipping routes, with many then heading around the Horn of Africa.The Honour 25, carrying 18,000 barrels of oil, represents a particularly valuable target, with potential ransom demands that could reach millions of dollars. The cement carrier Sward, while less valuable in terms of cargo, still represents a significant asset with its crew and vessel.Regional Security ImplicationsPiracy around Somalia peaked in 2011 with 212 attacks, with pirates raiding ships as far as 2,271 miles from the Somali coast in the Indian Ocean. An international naval coalition subsequently reduced incidents to just a handful each year from 2014, but they began rising again in 2023.Jethro Norman, a senior researcher with the Danish Institute for International Studies, noted that pirates have taken advantage of international navies diverting resources toward the Red Sea to combat Houthi attacks, and Puntland's Emirati-backed security forces being stretched thin. Modern technology including GPS, satellite communications, and hijacked dhow motherships now allows pirates to operate hundreds of miles offshore more effectively than previous generations.Future Outlook for Maritime SecurityThe current situation suggests that Somali piracy may be entering a new, more sophisticated phase. With improved technology and land-based support networks, pirates are better equipped than in previous years. The international community may need to reassess its naval presence in the region and develop new strategies to counter this evolving threat.For the global shipping industry, this resurgence adds another layer of complexity to already challenging routes. Increased insurance premiums, rerouting of vessels, and potential delays could further strain supply chains already under pressure from geopolitical tensions in the region.

The LeadEurope's smaller airports may not survive if jet fuel shortages triggered by the Middle East crisis lead to widespread route cancellations, the industry's trade body has warned. Although airlines insist that there are currently no supply issues within the normal four- to six-week horizon, the US-Israel war on Iran and the effective closure of the strait of Hormuz have doubled the price of jet fuel, prompting some carriers to cancel flights.The Regional Airport CrisisThe Airports Council of Europe said regional airports were the most exposed and faced an "existential threat" if airlines cut capacity and raised fares, as demand on their routes was generally more price-sensitive – demonstrated when Lufthansa axed 20,000 summer flights operated by its regional subsidiary, CityLine. Olivier Jankovec, the director general of ACI Europe, said that smaller regional airports had still not recovered since the Covid pandemic, with traffic still 30% below 2019 levels, while larger ones had bounced back to growth.The Fuel Price ImpactThe current levels of jet fuel prices and the prospect of a new cost of living crisis mean that many regional airports across Europe are likely to face both a supply and demand shock, according to industry experts. The body said that troubles risked being exacerbated by the full implementation of the EU's entry-exit system, EES, which in theory should demand that all applicable non-citizens must now submit biometric information on arrival at the border. It reiterated calls to allow the system to be suspended at any point should long queues develop.Industry Response and LobbyingThe airports' warning came as the head of the global airlines body, Iata, Willie Walsh, said the current crisis was not yet dampening demand for flying. He added that any jet fuel shortage would affect Asia first, then Europe, and that rationing "could lead to some flight cancellations." Airline groups have lobbied for measures including slot alleviation, granted in the UK, which makes it easier to cancel flights without the risk of losing the rights to operate at the same time from a busy airport in future.Competitive Pressures and Future OutlookJózsef Váradi, the chief executive of Wizz Air, the biggest airline in central and eastern Europe, said the slot demands were protecting the interests of legacy carriers such as Lufthansa and British Airways, rather than all airlines. Describing the conflict as a "nonsense war" and a "complete mess", he said he did not expect government involvement in managing fuel supply to be needed or helpful. Váradi said he did not expect jet fuel shortages because the high kerosene prices were "creating a lot of room to become creative – that kind of a marketplace mobilises forces", with tankers now going to the US.The Autumn CrunchVáradi said summer bookings were holding up but European airlines would face a crunch moment in the autumn: "Airlines go bust two times a year, in September and February. Airlines with weak liquidity positions will come under immense pressure in September time." This suggests that while the immediate crisis might be manageable, the true test for Europe's regional airports and airlines may come later in the year as financial pressures mount.