Markets
News
Analysis
User
24/7
Economic Calendar
Education
Data
- Names
- Latest
- Prev
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
A:--
F: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
A:--
F: --
A:--
F: --
A:--
F: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
A:--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
--
F: --
P: --
No matching data
Latest Views
Latest Views
Trending Topics
To quickly learn market dynamics and follow market focuses in 15 min.
In the world of mankind, there will not be a statement without any position, nor a remark without any purpose.
Inflation, exchange rates, and the economy shape the policy decisions of central banks; the attitudes and words of central bank officials also influence the actions of market traders.
Money makes the world go round and currency is a permanent commodity. The forex market is full of surprises and expectations.
Top Columnists
Enjoy exciting activities, right here at FastBull.
The latest breaking news and the global financial events.
I have 5 years of experience in financial analysis, especially in aspects of macro developments and medium and long-term trend judgment. My focus is maily on the developments of the Middle East, emerging markets, coal, wheat and other agricultural products.
BeingTrader chief Trading Coach & Speaker, 8+ years of experience in the forex market trading mainly XAUUSD, EUR/USD, GBP/USD, USD/JPY, and Crude Oil. A confident trader and analyst who aims to explore various opportunities and guide investors in the market. As an analyst I am looking to enhance the trader’s experience by supporting them with sufficient data and signals.
Latest Update
Risk Warning on Trading HK Stocks
Despite Hong Kong's robust legal and regulatory framework, its stock market still faces unique risks and challenges, such as currency fluctuations due to the Hong Kong dollar's peg to the US dollar and the impact of mainland China's policy changes and economic conditions on Hong Kong stocks.
HK Stock Trading Fees and Taxation
Trading costs in the Hong Kong stock market include transaction fees, stamp duty, settlement charges, and currency conversion fees for foreign investors. Additionally, taxes may apply based on local regulations.
HK Non-Essential Consumer Goods Industry
The Hong Kong stock market encompasses non-essential consumption sectors like automotive, education, tourism, catering, and apparel. Of the 643 listed companies, 35% are mainland Chinese, making up 65% of the total market capitalization. Thus, it's heavily influenced by the Chinese economy.
HK Real Estate Industry
In recent years, the real estate and construction sector's share in the Hong Kong stock index has notably decreased. Nevertheless, as of 2022, it retains around 10% market share, covering real estate development, construction engineering, investment, and property management.
Hongkong, China
Ho Chi Minh, Vietnam
Dubai, UAE
Lagos, Nigeria
Cairo, Egypt
White Label
Data API
Web Plug-ins
Affiliate Program
View All
No data
Not Logged In
Log in to access more features
FastBull Membership
Not yet
Purchase
Log In
Sign Up
Hongkong, China
Ho Chi Minh, Vietnam
Dubai, UAE
Lagos, Nigeria
Cairo, Egypt
White Label
Data API
Web Plug-ins
Affiliate Program
China’s Politburo has expressed newfound urgency to stabilize the housing and equity markets, as well as directly support the Chinese consumer.
As job growth has slowed and unemployment has crept up, some economists have pointed to a sign of confidence among employers: They are, for the most part, holding on to their existing workers.
Despite headline-grabbing job cuts at a few big companies, overall layoffs remain below their levels during the strong economy before the pandemic. Applications for unemployment benefits, which drifted up in the spring and summer, have recently been falling.
But past recessions suggest that layoff data alone should not offer much comfort about the labour market. Historically, job cuts have come only once an economic downturn was well under way.
The milder recession in 2001 offers an even clearer example. The unemployment rate rose steadily from 4.3 per cent in May to 5.7 per cent at the end of the year. But apart from a brief spike in the fall, layoffs hardly rose.
Earlier recessions followed a similar pattern, for what economists say is a straightforward reason: Layoffs are disruptive, expensive and bad for morale. So companies try to avoid cutting jobs until they have no choice – sometimes waiting longer than financial logic would dictate.
“It’s costly to lay someone off,” said Mr Parker Ross, global chief economist at Arch Capital, an insurer. “That’s something that generally firms turn to as a last resort.”
Companies may be unusually reluctant to lay off workers now because many struggled to hire after the pandemic recession. Even if business slows, Mr Ross said, employers may prefer to retain workers rather than risk being short staffed again if the economy rebounds.
That reluctance is good news for workers in the short run. But it poses a risk: If the economy worsens more than businesses anticipate, they could be forced to shed workers in a hurry. If that happens, economic conditions could unravel quickly, as job losses cause consumers to pull back on spending, leading to more losses.
“That’s what everybody worries about, because unemployment begets unemployment begets unemployment,” said Mr Andrew Challenger, senior vice-president at Challenger, Gray & Christmas, an outplacement firm that tracks labour market data.
Unemployment can rise even without a surge in layoffs, however. What really distinguishes a recession isn’t job losses, but a slowdown in hiring.
That may be counterintuitive, given how synonymous “recessions” and “job losses” are in the popular imagination. Layoffs happen even in a healthy economy – but when people lose their jobs in recessions, they struggle to find new ones.
“When a hiring manager decides not to fill a position, that doesn’t tend to make headlines” the way a plant closing might, said Professor Robert Shimer, a University of Chicago economist. But those decisions – multiplied across the economy – can lead to rising joblessness, he said. In a 2012 paper, he found that roughly three-quarters of the fluctuation in the unemployment rate resulted from shifts in the hiring rate.
In other words, it is hiring, not layoffs, that tends to signal a looming recession. And hiring has already slowed.
The aviation industry has faced extraordinary challenges in recent years but has rebounded strongly from the pandemic, with ongoing high demand for air travel, especially in Asia, where travel propensity is high despite flights per head being far lower than in the US, for example. A constant factor is the urgent need to reduce emissions, as the sector is among the hardest to abate. Its current 2% share* in global GHG emissions could quickly rise if no changes are made and demand reduction is ignored.
Most airline emissions come from longer-haul flights over 1,500 km. Realistically, there is no clean and commercially scalable alternative technology for longer journeys yet. With the highest safety standards and significant investments in R&D, introducing a new generation of aircraft usually takes up to 20 years, and order books for the current generation already extend well into the 2030s.
Fleet renewal programmes are a crucial part of airline strategies to reduce seat emissions. However, aircraft life cycles are long, there are delays, and these measures alone are insufficient. Therefore, sustainable aviation fuels (SAF) play a critical role in making flying more sustainable despite concerns about sourcing, efficiency, and the required lifecycle assessment (LCA) for emissions, also known as 'well-to-wake'. While SAFs still emit CO2 during combustion, the CO2 savings are generated earlier in the supply chain through the use of bio-feedstock. This approach faces criticism due to land use and potential competition with other uses, but there are no easy alternatives.
The lifecycle emissions from SAFs and their feedstocks vary widely, with different levels of regional acceptance. This means some SAFs offer significantly more carbon reduction potential compared to conventional jet fuel.
*This excludes the climate impact of non-CO2 emissions (nitrogen emissions, particles, and water vapour) from jet fuel combustion at high altitudes, which is still under investigation but is estimated to be significant.
Previously, we explored the various production routes for variants of Sustainable Aviation Fuels, their economics, and the regional blending mandates and ambitious corporate goals driving their adoption. It's evident that a stronger supply is needed to meet these ambitions. BioSAF, and particularly those produced via the HEFA process, constitutes the majority of supply and offers the best economic proposition for short-term scaling.
All SAF types are expected to remain more expensive than conventional jet fuel. Conventional jet fuel typically accounts for 20-35% of total airline costs, which is significant in the low-margin aviation sector; someone has to bear the premium cost, which is a major challenge. The global and regional supply and demand dynamics of SAF are evolving, as is the thinking about how to navigate these changes and the actions of market players.
In this piece, we will focus on regional supply and demand developments for biogenic SAFs up to 2030, as well as the feedstocks behind these SAFs. What is the current dynamic, where are we heading, and what challenges do we face in pushing for widespread adoption? Synthetic SAFs will also start to play a role, but due to high costs, availability constraints for green hydrogen, and inefficiencies, we only expect significant uptake from 2030 onwards. We have examined the economics of synthetic SAF, and you can read about it here.
The global aviation authority ICAO aims to reduce emissions by 5% in 2030 through SAF blending. On the private side, IATA targets a 6% blend, while collectives like ‘Clean Skies for Tomorrow’ and ‘One World Group’ (including airlines such as American, Qantas, and Cathay Pacific) aim for 10% by 2030. Europe’s largest airline by passenger numbers, Ryanair, has committed to 12.5%. With an expected blend rate of just 0.5% in 2024, it’s clear there’s much work to be done in the next six years.
Governments worldwide have introduced blend mandates ranging from 1% by 2025 (Malaysia) to 10% by 2030 (UK) to encourage uptake. However, these efforts are fragmented, and targets alone are insufficient. Public (‘hard’) targets are more compelling, and shortfalls may lead to fines in countries like Germany.
With SAF prices unlikely to match conventional jet fuel, more policy support is needed to turn aspirations into acceleration. Under current policies, the IEA expects bio-jet fuel to make up just 2% of global jet fuel consumption by 2030. In Europe, the emission trading scheme (ETS) helps create a more level playing field with conventional jet fuel, but additional measures are likely needed to achieve significant progress
Airlines worldwide are beginning to blend SAF into their fuel supply. They can secure SAF supply by participating in investment initiatives, making long-term commitments, or relying on the spot market. Off-take agreements are a common method for ensuring future deliveries. These agreements also provide insight into future blend rates, demonstrating airlines’ commitment to sustainable sourcing
Global conventional jet fuel consumption is projected to rise to 6.6 million barrels per day (306 million tonnes) in 2024, with further increases expected in the coming years. The current small fraction of SAF is anticipated to grow to 3.5% by 2030 in an energy transition scenario (BNEF), assuming greater policy alignment. However, under the current stated policies scenario, the IEA expects this to reach only 2%. Both projections fall short of the targets set by the global aviation industry and individual airlines.
European airlines are leading the way in SAF adoption, but there are significant differences among them. DHL Group, which operates freighters, is ahead, having successfully marketed SAF to B2B clients. Air France-KLM follows as a passenger airline, while other major European airlines like IAG (including British Airways) and Lufthansa began their SAF journey in 2023. However, many other airlines are just starting by preparing their supply chains.
In 2024, we expect to see progress in SAF blending, with Ryanair, for example, increasing SAF usage on specific routes in Europe. On the other hand, the overall climate strategy has faced setbacks due to various challenges. For instance, Air New Zealand has dropped its 2030 climate target.
Slower than expected realization of production facilities (particularly in Europe) ;
Global airline traffic and jet fuel demand have massively rebounded, surging 20% in 2023 and 2024 combined. Volume eventually recovered faster than expected at the point of target setting. This means SAF volumes will need to progress even more;
Airlines struggle to pass on the premium to private consumers on a voluntary basis. And the return of margin pressures also led to profit warnings in 2024. Required cost discipline could have a slowdown effect on short term blending efforts.
Europe and the US are expected to lead in SAF adoption, while Africa and Latin America lag behind. In the Asia-Pacific region, the world’s largest and fastest-growing air traffic market, SAF blending is emerging. However, due to the high pace of expected growth and fragmented policy structures, increasing blend rates is expected to progress more slowly in the years leading up to 2030.
Sustainable Aviation Fuel (SAF) is expected to be sourced locally and initially supplied to relevant hubs. However, global trade flows will also play a role, involving either the feedstocks or the refined products. North America, Latin America, and Asia are anticipated to be exporters, while the EU market is expected to remain in deficit and continue importing feedstocks and SAF. Additionally, the eligibility of feedstocks varies by region and country, adding another layer of complexity to these trade flows.
Overview of some of the most relevant types of feedstock per region, including their reduction potential compared to emissions from conventional jet fuel
White Label
Data API
Web Plug-ins
Poster Maker
Affiliate Program
The risk of loss in trading financial instruments such as stocks, FX, commodities, futures, bonds, ETFs and crypto can be substantial. You may sustain a total loss of the funds that you deposit with your broker. Therefore, you should carefully consider whether such trading is suitable for you in light of your circumstances and financial resources.
No decision to invest should be made without thoroughly conducting due diligence by yourself or consulting with your financial advisors. Our web content might not suit you since we don't know your financial conditions and investment needs. Our financial information might have latency or contain inaccuracy, so you should be fully responsible for any of your trading and investment decisions. The company will not be responsible for your capital loss.
Without getting permission from the website, you are not allowed to copy the website's graphics, texts, or trademarks. Intellectual property rights in the content or data incorporated into this website belong to its providers and exchange merchants.