Iran's Carpet Industry Unravelling Under Sanctions 

A man sells carpets in Tabriz's historic market, believed to be one of the oldest bazaars in the region, in northwestern Iran, on September 17, 2025. (AFP)
A man sells carpets in Tabriz's historic market, believed to be one of the oldest bazaars in the region, in northwestern Iran, on September 17, 2025. (AFP)
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Iran's Carpet Industry Unravelling Under Sanctions 

A man sells carpets in Tabriz's historic market, believed to be one of the oldest bazaars in the region, in northwestern Iran, on September 17, 2025. (AFP)
A man sells carpets in Tabriz's historic market, believed to be one of the oldest bazaars in the region, in northwestern Iran, on September 17, 2025. (AFP)

Once a symbol of cultural prestige, Iran's handmade rugs are no longer selling as fast as they once did, as sanctions weigh on an already troubled economy and buyers' tastes change.

Commanding more than $2 billion in export revenues in its heyday of the early 1990s, the industry now struggles to scrape together around $40 million, marking a dramatic collapse of more than 95 percent.

The reimposition of sanctions in 2018 meant the age-old craft lost what was traditionally its largest market -- the United States.

"In the years when the unkind and cruel US sanctions on the hand-woven carpet sector were imposed... we lost the US, the buyer of more than 70 percent of Iranian hand-woven carpets," Zahra Kamani, head of Iran's National Carpet Center, told state TV.

In 2017, just before the sanctions were revived, rugs were still considered one of the country's key non-oil exports, with a revenue of more than $400 million.

But Iran's customs organization said that during the last year of the Persian calendar that ended in March, exports stood at just $41.7 million.

Exports went to 55 countries that year, topped by Germany, the United Arab Emirates, Japan and China.

In the interim, competitors such as India, China, Nepal and Pakistan have seized the opportunity, seeking to fill the gap in the global market.

Some of those rugs even make their way to Iran, where, according to Kamani, at least two million people, including women in rural areas, depend on the carpet-weaving industry for their livelihood -- sometimes earning as little as a few dollars a day.

Carpet trader Hamed Nabizadeh told AFP that "Iran is importing carpets from other countries, such as India, Türkiye and China. We are losing a part of our domestic sales volume in the Iranian market due to these imports".

For decades, Western tourists would pass through Iran, picking up rugs as souvenirs or gifts. But with the country's tourism industry also hit by travel warnings and hostile relations, fewer foreigners are visiting, translating to fewer rug sales.

Nabizadeh moreover says that even the tourists who come "might not be interested in our work as consumer tastes have changed" and "the price tags are quite high".

"It is somewhat difficult for even someone living in a European country to buy a silk carpet for, say, $30,000 to $40,000. The transportation of the carpet is also quite challenging for tourists," he added.

Experts attribute the market slump to a tangle of economic and political factors.

Broad international sanctions have cut off vital markets, while flawed domestic currency and foreign-exchange policies -- especially those restricting repatriation of export revenues -- have crippled competitiveness.

Compounding the issue, rising production costs and weak government support have squeezed the industry.

Iranian officials insist that the revival of the industry and the art of carpet-weaving, which dates back to the Bronze Age of Persia, is possible.

"We have lost some international markets, but we hope that with the country's trade and currency laws we can resuscitate this industry," Trade Minister Mohammad Atabak was quoted as saying by state news agency IRNA in June.

"We are trying to promote and facilitate exports for the country's merchants with newly signed agreements," he added.

For Nabizadeh, the way out of this crisis is to pay more attention to "current trends in decoration".

"We should produce carpets based on those trends and not be too prejudiced that the carpet must have the same old shapes and patterns."

He cited "attracting online customers through social media" and "creating strong branding for carpets" as other possible solutions.

But with the collapse of the national currency against the dollar, even the domestic market is at risk of evaporating.

"Even though I always wanted handwoven carpets for my dowry and my family had promised me that, they couldn't afford them. Instead, we opted for factory-made ones," said Shima, a 31-year-old bride-to-be.

"It is an age-old marriage tradition that the bride should provide the carpets of the house," said Shima, who did not wish to provide her full name to maintain her privacy.

"However, many families are choosing factory-made rugs these days because of their lower prices or do not buy carpets altogether if they are of the more needy classes."

Now, with Iran increasingly losing domestic customers and global markets dominated by lower-cost imitations, the Persian rug risks becoming a relic of a lost golden age, with its legacy hanging by a thread.



Iran War and Rising Fuel Costs Could Boost Panama Canal Traffic, Administrator Says

A cargo ship sails under Las Americas bridge through the Panama Canal, in Panama City, Thursday, March 12, 2026. (AP)
A cargo ship sails under Las Americas bridge through the Panama Canal, in Panama City, Thursday, March 12, 2026. (AP)
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Iran War and Rising Fuel Costs Could Boost Panama Canal Traffic, Administrator Says

A cargo ship sails under Las Americas bridge through the Panama Canal, in Panama City, Thursday, March 12, 2026. (AP)
A cargo ship sails under Las Americas bridge through the Panama Canal, in Panama City, Thursday, March 12, 2026. (AP)

Panama Canal Administrator Ricaurte Vásquez said Thursday that the conflict in the Middle East and rising fuel costs could ultimately benefit the interoceanic waterway as global shippers adjust routes.

In an interview with The Associated Press, Vásquez said that higher energy, fuel and navigation costs could make the Panama Canal a more attractive option for commercial traffic.

“When costs increase, in general when the price of marine fuel rises, the Panama Canal becomes a more attractive route,” Vásquez said.

Oil prices have risen amid the war in the Middle East, which has led to the temporary closure of the Strait of Hormuz by Iran in response to US and Israeli attacks. About one-fifth of the world’s oil passes through the waterway at the mouth of the Gulf.

If higher energy costs persist, routing cargo through Panama can cut voyages by between three and 15 days, depending on the route, while reducing fuel consumption, he said.

Vásquez said higher fuel costs are expected to affect container ships, bulk carriers and tankers transporting liquefied natural gas. If Middle Eastern supplies are disrupted, shipments may be replaced by other sources, including the United States, which could redirect some LNG cargo from Europe to Asia via Panama.

Gerardo Bósquez, an executive with the Panama Maritime Chamber, said a prolonged conflict could reshape global trade routes, with gas transport among the segments likely to benefit.

Vásquez cautioned that any changes will not be immediate and will depend on how long cargo operators expect the conflict and instability in the Gulf last.


ONS Data: UK Economy Lost Steam Unexpectedly at Start of 2026

FILE PHOTO: A direction sign is seen near the Bank of England building in London, Britain, February 3, 2025.  REUTERS/Toby Melville//File Photo
FILE PHOTO: A direction sign is seen near the Bank of England building in London, Britain, February 3, 2025. REUTERS/Toby Melville//File Photo
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ONS Data: UK Economy Lost Steam Unexpectedly at Start of 2026

FILE PHOTO: A direction sign is seen near the Bank of England building in London, Britain, February 3, 2025.  REUTERS/Toby Melville//File Photo
FILE PHOTO: A direction sign is seen near the Bank of England building in London, Britain, February 3, 2025. REUTERS/Toby Melville//File Photo

Britain's economy stagnated unexpectedly in January and expanded weakly in preceding months, according to official data on Friday that showed only tepid growth during the lead-up to the US-Israeli war in Iran.

The figures mean British gross domestic product has been essentially flat since June, ending January at the same level as six months earlier.

GDP rose during the three months to January by 0.2%, the Office for National Statistics ⁠said, against expectations ⁠in a Reuters poll of economists for a 0.3% increase.

The flat reading for January alone also dashed the median prediction for a 0.2% month-on-month increase.

Sterling slipped against the US dollar on the back of the figures, which showed no ⁠growth in the dominant services sector in January, against modest upticks in manufacturing and construction output.

Last month, the Bank of England said it expected the economy to grow 0.3% in the first quarter as a whole and 0.9% over 2026 as a whole - although that was before the conflict in Iran kicked off, prompting a surge in oil prices.

Earlier this week, finance minister Rachel Reeves ⁠said ⁠it was too soon to say how soaring energy prices would affect Britain's economy.

But investors see it as more exposed than other Western European economies due to its weak public finances, reliance on natural gas for electricity generation, and already high rates of inflation.

Financial markets no longer believe the Bank of England is likely to cut interest rates this year, and investors will be watching the central bank's communications carefully at next Thursday's interest rate announcement.


Air Freight Rates Soar as Middle East Conflict Blocks Trade Routes

Shipping containers are pictured at the UK's largest freight port, in Felixstowe on the East coast of England, on March 12, 2026. (AFP)
Shipping containers are pictured at the UK's largest freight port, in Felixstowe on the East coast of England, on March 12, 2026. (AFP)
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Air Freight Rates Soar as Middle East Conflict Blocks Trade Routes

Shipping containers are pictured at the UK's largest freight port, in Felixstowe on the East coast of England, on March 12, 2026. (AFP)
Shipping containers are pictured at the UK's largest freight port, in Felixstowe on the East coast of England, on March 12, 2026. (AFP)

Air freight rates have risen by as much as 70% on some routes since the start of the US-Israeli war on Iran, data shows, as the conflict limits flights, blocks some ocean shipments and pushes up jet fuel costs.

Rates on routes between South Asia and Europe have been the most affected by Middle Eastern airspace closures and security issues, industry experts said, after the conflict has stranded more than 100 container ships in the area around the critical Strait of Hormuz oil export corridor.

Products like inexpensive generic medicines from India destined for the European Union, Africa and some Arab countries like Saudi Arabia and the United Arab Emirates typically move on container ships through the strait, said pharmaceutical supply chain expert Prashant Yadav.

"The main shift I’ve heard about involves companies moving generic ‌medicines from ocean ‌freight to air cargo," said Yadav, a senior fellow at the Council on ‌Foreign ⁠Relations.

The shift to ⁠air cargo is significant because air freight handles about one-third of global trade by value, making rate spikes a potential inflationary pressure on goods ranging from fresh food to pharmaceuticals and electronics.

"Customers are shifting freight from ocean to air, however it is extremely expensive - typically 5x to 10x higher - and those costs are climbing as capacity tightens," said Steve Blough, chief supply chain strategist at logistics software firm Infios. "More often, shippers are moving a limited quantity by air to bridge a gap."

JET FUEL PRICE DOUBLES

The jet fuel price has doubled since the start of the conflict, and Danish container ⁠shipping giant Maersk said this week its own air cargo service is now applying ‌fuel surcharges and war risk levies.

The airspace closures have also cut ‌cargo capacity in freighters and passenger planes as airlines take longer routes to avoid the conflict zone, further pressuring rates.

Dubai and ‌Doha are normally among the world's busiest air cargo hubs, but operations at those airports have been ‌severely limited by the Middle Eastern conflict.

Niall van de Wouw, chief air freight officer at transportation pricing platform Xeneta, attributed higher air cargo rates to a "dramatic reduction" in capacity at key Middle East transshipment hubs more than higher fuel prices.

Ronald Lam, the CEO of Hong Kong's Cathay Pacific Airways, said many of its freighter flights to Europe normally stop in Dubai to refuel ‌and pick up more cargo.

"But because of the situation in Dubai, we're now skipping that stopover and we are flying direct from Hong Kong to ⁠Europe with some payload restriction, ⁠because we couldn't uplift fuel in between," he said on an earnings call on Wednesday.

According to an air freight index from freight booking and payments platform Freightos, off-contract spot rates from South Asia to Europe have soared 70% to $4.37 per kg from $2.57 per kg just before the war began.

South Asia-North America rates are up 58% to $6.41 per kg, and Europe-Middle East rates have risen 55% to $2.79 per kg.

A significant share of air cargo exports from South Asia usually travels through Gulf hubs and some has had to reroute through East Asia, said Judah Levine, Freightos' head of research.

"That being said, we have seen the price increases on many of these lanes slow, level off or even decline slightly in the last couple days," he said.

"These trends may reflect Asian and European carriers adding capacity to these long-haul lanes to make up for the missing Gulf capacity, and they may also reflect some of the Gulf carriers - most importantly Emirates - having restarted operations and increasing the number of flights that are now leaving and arriving at these important Gulf hubs."