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    Stocks making the biggest moves premarket: AT&T, DR Horton, Travelers and more

    Check out the companies making headlines before the bell:
    AT&T (T) – AT&T fell 1.8% in the premarket, despite beating estimates on both the top and bottom lines for the second quarter, as it lowered its full-year free cash flow guidance. AT&T also reported a jump in quarterly wireless subscriber additions and raised its full-year forecast for wireless revenue growth.

    DR Horton (DHI) – The home builder reported better-than-expected earnings for its latest quarter, but revenue fell short of analyst forecasts. The company cut its full-year sales guidance on moderating demand. Shares fell 1.4% in premarket trading.
    Travelers (TRV) – Travelers rallied 4.3% in premarket action after reporting better-than-expected profit and revenue for the second quarter. The upbeat performance came despite higher catastrophe losses and a drop in investment income.
    American Airlines (AAL) – American fell 1.4% in the premarket after quarterly earnings matched estimates and revenue was essentially in line with forecasts. The profit was the airline’s first since the start of the pandemic and the carrier expects the current quarter to be profitable as well.
    Danaher (DHR) – The medical and industrial products and services company’s second-quarter profit and revenue were better than expected, with higher sales helping offset an increase in expenses. Danaher jumped 3.5% in premarket trading.
    Tesla (TSLA) – Tesla gained 2.7% in premarket trading after reporting better-than-expected earnings for the second quarter. Tesla’s revenue came in below forecasts and it saw shrinking profit margins as it dealt with higher costs and supply chain disruptions.

    Carnival (CCL) – Carnival took a 12.1% hit in the premarket after announcing a $1 billion common stock offering. The cruise line operator plans to use the proceeds for general corporate purposes.
    United Airlines (UAL) – United Airlines missed top and bottom line estimates for the second quarter and the carrier warned of the impact of higher jet fuel prices and a possible economic slowdown. United slid 6.8% in premarket action.
    Alcoa (AA) – Alcoa rallied 3.9% in premarket trading after posting a better-than-expected second-quarter profit as sales rose faster than costs. Alcoa also announced a $500 million share repurchase program.
    CSX (CSX) – CSX rose 3% in premarket trading after beating top and bottom line estimates for the second quarter. The rail operator is seeing skyrocketing demand but it is having difficulties hiring because of a tight labor market.

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    Goldman-backed digital bank Starling reports its first annual profit as other fintechs stumble

    Starling swung to a pre-tax profit of £32.1 million in the year ending March 2022, having lost £31.5 million a year earlier.
    Revenues at the start-up reach £188 million, up nearly 93% from 2021.
    It marks a rare show of strength in fintech at a time when some firms in the space are seeing their valuations drop.

    The Starling Bank banking app on a smartphone.
    Adrian Dennis | AFP via Getty Images

    British digital bank Starling on Thursday reported its debut annual profit as revenues at the firm almost doubled.
    The lender swung to a pre-tax profit of £32.1 million ($38.3 million) in its fiscal year ending March 2022, having lost £31.5 million a year earlier.

    Revenues at the start-up reached £188 million, up nearly 93% from 2021.
    It marks a rare show of strength in the fintech sector at a time when some firms in the space are dealing with reduced valuations and racking up hefty losses.
    Klarna, the Swedish buy now, pay later firm, recently saw its valuation nosedive 85%, while publicly-listed rival Affirm has fallen 69% year-to-date.
    “What we’re seeing is that there is a correction in fintech stocks that are not profitable,” Starling CEO Anne Boden told reporters on a call Thursday.
    “If you look at the listed markets and certain entities such as buy now pay later and such like, we see a huge correction going on there.”

    Some fintechs are also pushing back their initial public offering plans as fears of a possible recession around the corner put the markets on edge.
    In Starling’s case, the company likely won’t list its shares publicly until 2023 or 2024, Boden said.

    Based in London, Starling is one of a multitude of digital-only banks that flooded the U.K. in the past decade. Start-ups in the space have gone on to attract millions of customers and lofty valuations, with Revolut now valued at $33 billion and Monzo worth $4.5 billion.
    Starling itself was last privately valued at £2.5 billion in a funding round closed earlier this year. The firm’s shareholder base includes the likes of Goldman Sachs, Fidelity and the Qatar Investment Authority.
    The firm benefited from a sharp increase in mortgage lending after the acquisition of specialist lender Fleet Mortgages. Its loan book increased 45% to £3.3 billion in its 2022 financial year.
    As of June 2022, Starling’s total gross lending stood at £4 billion, £2 billion of which was made up of mortgages.
    Starling had also been boosted by government-backed lending schemes introduced in the wake of the coronavirus pandemic, in particular the Bounce Back Loan Scheme.
    Lord Agnew, the former U.K. anti-fraud minister, accused the bank of not doing enough to tackle exploitation of the scheme by fraudsters.
    Boden said Starling had written to Agnew requesting a meeting, but said he had declined.
    “He is just wrong,” she said Thursday. “Starling has done a fantastic [job] in making sure we did all the checks necessary and more.”
    On Monday, Starling scrapped plans to get a banking license with the Irish central bank, four years after applying. The move would have allowed Starling to offer its services to customers across the European Union.
    Boden said the U-turn was “tough” but that, strategically, launching in Ireland in the near term would have been the “wrong decision.”
    Starling is still open to the idea of expanding by taking over a European lender, she added however “it would have to be in a bigger country.”

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    Should central banks’ inflation targets be raised?

    When new zealand’s parliament decided in December 1989 on a 2% inflation target for the country’s central bank, none of the lawmakers dissented, perhaps because they were keen to head home for the Christmas break. Rather than being the outcome of intense economic debate, the figure—which was the first formal target to be adopted by a central bank—owes its origin to an offhand remark by a former finance minister, who suggested that the soon-to-be-independent central bank should aim for either zero or 1% inflation. The central-bank chief and incumbent finance minister used that as a starting-point, before plumping for 0-2%. Over time, 2% became the standard across the rich world.Should the somewhat arbitrary goal of 2% be changed? The question may seem a little churlish when central banks are so flagrantly missing their existing targets: annual inflation in America, Britain and the euro area, for instance, is running at around 9%. The Federal Reserve’s experiment with “flexible average-inflation targeting” has coincided with the central bank allowing inflation to get out of hand. Yet it is possible that raising the target might help prevent rich countries from returning to the low-inflation, low-growth malaise that was the rule for the decade after the global financial crisis. The idea therefore warrants consideration. High inflation is painful. Even if wages keep pace with price growth, thereby preserving workers’ incomes in real terms, it undermines the function of money both as a unit of account and as a store of value. Contracts agreed at one point in time lose their worth rapidly, redistributing income and wealth arbitrarily between buyers and sellers or between creditors and debtors. Long-term investment and saving decisions become more of a gamble, as the case of Turkey illustrates. Inflation there is in the region of 80%. Yet deflation carries its own costs, too. Worryingly for mortgage-holders and governments alike, it raises the value of debts in real terms, which can generate a self-sustaining depression as incomes keep falling relative to debt payments. That explains why central banks aim for a low but positive rate of inflation. Deciding which low but positive number is desirable is trickier. Is a target of 2% actually superior to one of 3% or 4%, for instance, or does it merely owe its exalted status to tradition? The relative damage done by extremely high or accelerating price growth may be easily visible, but economists have struggled to identify differences in the costs to an economy from different stable, low-single-digit inflation rates. The 20-year period of very low inflation that recently came to an end brought no positive leap forward in productivity nor any change in savings behaviour, except in reaction to the global financial crisis, points out Adam Posen of the Peterson Institute for International Economics, a think-tank in Washington. If the costs of a slightly higher inflation target are small, the benefits are potentially sizeable. Chiefly, it could help central bankers avoid the so-called zero lower bound on nominal interest rates. Interest rates cannot go too far into negative territory, because they risk destabilising the banking system: depositors could always choose to empty their bank accounts and hold cash, which in effect carries an interest rate of zero, instead. That also limits the efficacy of negative interest rates. After the financial crisis some central banks set slightly negative rates on commercial banks’ reserves, but lenders had little ability to pass them on to their retail clients. The impotence of negative interest rates encouraged central banks to adopt unconventional policies, such as quantitative easing. Higher inflation targets are a different solution to the problem of the lower bound. If the public expects the central bank to generate more inflation in future then the interest rate, in real terms, can still be sharply negative, stimulating the economy even without nominal interest rates needing to venture below zero. Allowing moderately higher inflation in normal times could therefore make it easier for the central bank to give a boost to the economy when trouble hits.The opportunity to escape the lower bound on interest rates is no small thing. The current spell of monetary-policy tightening notwithstanding, the risk remains that interest rates will stay relatively low. The long-term factors that were weighing on interest rates before the pandemic, such as an ageing population and low productivity growth, are still in place. There may be a benefit in the short term, too, to raising targets now. Reducing stubbornly high inflation requires cooling the economy, which generally involves raising the unemployment rate. The lower the inflation target, the more unemployment central banks need to generate to get there. If the costs of inflation at 3% really are not much different from inflation at 2%, central banks will be generating additional unemployment for little benefit. Seizing the inflationary momentSet against this, however, are the consequences of reneging on a 30-year promise. The experience of the past year has made clear that the public detests inflation; both finance ministries and central banks are being excoriated for losing control of price growth. To shift the goalposts now could give the impression of giving up the fight entirely. Inflation targeting was meant to anchor the public’s expectations of price growth. Changing the target could undermine that objective altogether, by creating expectations that it will be raised again the next time inflation roars. As long as inflation is so far off-target, such considerations seem likely to stay the hand of any would-be monetary reformers. Yet once it peaks, restoring a degree of central banks’ credibility, the pain of further disinflation, together with the promise of well and truly escaping the zero lower bound, could just start to make the idea of higher targets more alluring. ■For more expert analysis of the biggest stories in economics, business and markets, sign up to Money Talks, our weekly newsletter. More

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    The Fed put morphs into a Fed call

    When stocks boomed early in the pandemic, an internet meme captured the madness of the moment. On the left-hand side of the image, a worried man exclaims that simply creating money cannot save the economy; on the right, a man representing the Federal Reserve replies “Haha money printer go brrr” while cranking out dollars. Joseph Politano, author of Apricitas, an economics newsletter, recently tweaked the meme to better fit the present situation. On the left, the worried man laments that excessive monetary tightening is increasing the risk of a recession; to the right, the Fed representative retorts “Haha money vacuum go brrr”, while hoovering up dollars.In more analytical, if less humorous, terms, another way of framing this shift is to ask whether the Fed put has become a Fed call. The concept of a Fed put dates back to the era of Alan Greenspan, a former chairman of the central bank. Starting with the stockmarket crash in 1987 and continuing for more than three decades, the Fed earned a reputation for easing policy, notably by cutting interest rates, whenever share prices plunged. To traders this looks a bit like a put option, a basic hedging tool that sets a price floor for investments. A Fed call would imply just the opposite: namely, that the central bank is in effect capping the market (similar to traders who sell call options on their stock holdings). Steve Englander of Standard Chartered, a bank, laid out this provocative idea in a recent note to clients: “The Fed may push back against equity market gains until it is comfortable that disinflation is a lock—in other words, [there is] a Fed call.”This argument may, at first glance, seem rather crude. The Fed has long denied that it targets asset prices in setting monetary policy. Narrowly, its denials are credible. Central bankers look at oodles of data, from real-time growth figures to surveys of inflation expectations. They cannot afford to be swayed by swings in stocks. Moreover, share prices reflect many factors ranging from the overall economic outlook to corporate idiosyncrasies. Why would the Fed target something that is so volatile and only partially responsive to its actions?In a broader sense, however, the stockmarket clearly matters to the Fed. Jerome Powell, its current chairman, has repeatedly said that its policies are transmitted to the real economy through financial conditions—a term that refers to the availability and cost of funding for businesses and consumers. Stockmarkets play a crucial role in both shaping and gauging financial conditions. Admittedly, they play a small part in a formal sense: for instance, in one index of financial conditions created by the Fed’s Chicago branch, equity and other asset markets account for just ten of its 105 separate inputs, contrasting with the bigger weights assigned to credit markets. But stocks reflect these other metrics. This is especially true at times of stress. Share prices have fallen this year as indices of financial conditions have tightened, and they have risen when these indices have eased.Concerns about inflation only add to the market’s importance. When share prices rise, consumers, feeling flush, tend to spend more money and companies, feeling confident, tend to hire more workers. A paper in 2019 by Gabriel Chodorow-Reich of Harvard University and colleagues concluded that each dollar of increased stockmarket wealth lifted consumer spending by about three cents annually, while also boosting employment and wages. For a central bank fighting inflation, a large rise in share prices would therefore cut against its efforts.This makes for borderline hypocrisy in Fedspeak. Sober central bankers can explain that they want “appropriate firming of monetary policy and associated tighter financial conditions” to help rectify the supply-and-demand imbalances that are fuelling inflation (as the Fed did indeed say in the minutes of its rate-setting meeting in June). Yet it would be beyond the pale for them to declare that they want “appropriate firming of monetary policy and associated weakness in the stockmarket”—even if their meanings are closely aligned.In a market crash that impairs the financial system, the Fed put would come back into focus. For now, though, the sell-off has been mostly orderly. A sustained rebound in stocks would be unwelcome for the Fed, and might well tilt it towards more hawkishness. Investors accustomed to viewing the central bank as a friendly force must instead confront the harsh reality of a Fed call.For more expert analysis of the biggest stories in economics, business and markets, sign up to Money Talks, our weekly newsletter.Read more from Buttonwood, our columnist on financial markets:Why markets really are less certain than they used to be (Jul 14th)Crypto’s last man standing (Jul 9th)What past market crashes have looked like (Jun 30th) More

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    Fresh woe for China’s property sector: mortgage boycotts

    Mr peng is still paying the mortgage on the flat he bought in northern Shanghai last year—for now. The property’s developer, Kaisa Group, began construction on the site in July 2021 but halted work just three months later, presumably because it could no longer pay for labour and supplies. Mr Peng’s new home, which was scheduled for delivery in September next year, has become a lanweilou—one of thousands of housing projects sitting unfinished and abandoned.This has been a common phenomenon for years. But for the first time ever people across China are halting mortgage payments on such homes in protest. Buyers have stopped payments on at least 319 projects in 93 cities, according to documents that have been collected by volunteers and published online. The boycotts add more trouble to a property market that was already in turmoil. Regulators have put strict limits on the amount of debt developers can take on, leading many firms to miss interest payments. Evergrande, the most indebted of them all, defaulted last year. Many others have followed. While panic swept over offshore bond markets, the onshore financial system had, before the boycotts, been relatively shielded. Now the risks might be shifted onto China’s banks.Pre-payments are one of the most important sources of liquidity for homebuilders. About 90% of new properties in China were pre-sold in 2021, up from just 58% in 2005. The funds are virtually interest-free and are used to pay for construction. But they have also been poorly regulated and often misused. Many homebuyers fear the money they have put up for flats has been squandered and will be irrecoverable. Analysts at Deutsche Bank put the size of mortgages affected so far by the boycotts at 1.8trn-2trn yuan ($270bn-300bn), or 4-5% of the stock of mortgage lending. If that is the full extent of the crisis, then banks can absorb it. The government has reportedly considered giving grace periods on mortgage payments while also pressing banks to keep lending to developers.A bigger concern is that the boycotts deliver yet another blow to sentiment, and could further sap liquidity from the sector. Housing sales were already down by about 35%, year on year, in the first five months of 2022. News of the boycotts, though heavily censored, has spread via social media and may put potential buyers off, starving developers of new pre-sales funds.More buyers could also stop paying mortgages. Just 60% of homes that were pre-sold between 2013 and 2020 have been delivered, reckon analysts at Nomura, a bank. A fall in cement output suggests that building at up to 20% of sites may have slowed or stopped since the start of 2021. Should the boycotts spread, some banks, especially smaller ones, could experience distress. Mr Peng is part of a group of buyers that has sent a letter to Kaisa Group demanding a resumption of construction and asking how the developer has spent their money. He says he is prepared to pay his mortgage as he awaits the scheduled delivery date for his flat. The fate of the property market could hang on what he, and others in his situation, do next. ■For more expert analysis of the biggest stories in economics, business and markets, sign up to Money Talks, our weekly newsletter. More

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    'They need to get real': Airlines slammed for betting on alternative fuels to reduce emissions

    Farnborough Airshow

    Airline executives at Britain’s Farnborough International Airshow are betting on the use of so-called sustainable aviation fuels to reduce their climate impact.
    “My view on this is we should be going as fast as we can to introduce sustainable aviation fuels now, to ramp up this industry now,” Airbus CEO Guillaume Faury said at the air show.
    Campaigners are urging them to “get real,” however, dismissing the plans as “completely unrealistic” on current growth pathways.

    One of the ways that the sector is seeking to replace conventional fossil jet fuel is by exploring the use of sustainable aviation fuels, or SAF.
    Justin Tallis | Afp | Getty Images

    FARNBOROUGH, England — Airline executives at Britain’s Farnborough International Airshow are betting on the use of so-called sustainable aviation fuels to reduce their climate impact, saying the technology is already available and can eventually be scaled up to help the industry reach net-zero emissions by 2050.
    Campaigners are urging them to “get real,” however, dismissing the plans as “completely unrealistic” on current growth pathways. Instead, demand management measures are seen as the most effective way for the aviation industry to reduce its near-term climate impact.

    That comes as leaders in the aerospace and defense industry gather in extreme heat at the Farnborough International Airshow, the U.K.’s first major air show since the beginning of the Covid pandemic.
    The five-day trade exhibition, which began on Monday, has seen thousands of attendees gather in southern England to discuss the future of aviation.
    Compared with other sectors, aviation is a relatively small contributor to global greenhouse gas emissions. However, it is recognized as one of the fastest-growing — and the number of flights is expected to grow at an alarming rate over the coming decades.

    If aviation is to align itself with the landmark Paris climate accord and curb global heating, the industry will need to move away from fossil fuels completely in the long term.

    One of the ways that the sector is seeking to replace conventional fossil jet fuel is by exploring the use of sustainable aviation fuels, or SAF.
    Chris Raymond, chief sustainability officer at Boeing, believes SAF will be a “necessary component” in helping the industry get to net-zero emissions by the middle of the century. “It’s not a bridge,” Raymond said at a press briefing on Monday. “SAF is required. It’s SAF and whatever else we can do.”
    Reflecting on Boeing’s outlook for SAF through to 2050, Raymond said, “These pathways to make these fuels will get better and cleaner as there’s more renewable electricity [and] as the hydrogen source becomes more renewable because we’re making it more often with electrolysis and renewable energy grids.”
    “This is a spectrum that is driving great innovation right now — and it is all SAF,” Raymond said. “Think of it as the early days of SAF all the way to the hypothetical pure [power-to-liquid) SAF, made with nothing but green hydrogen from renewable electricity and direct air carbon capture.”

    Not all alternative fuels are created equal

    Sustainable aviation fuels, or SAF, are energy sources “made from renewable raw material,” according to aircraft maker Airbus. It says the most common feedstocks “are crops based or used cooking oil and animal fat.”
    There are major concerns in some quarters that increased uptake of SAF could, among other things, result in substantial deforestation and create a squeeze on crops crucial to food production.
    “The main thing to bear in mind that is not all SAF are created equal, and their sustainability fully depends on the sustainably of the feedstock that they are made from. With SAF, the devil is really in [the details],” Matteo Mirolo, aviation policy officer at Transport & Environment, told CNBC via telephone.
    “The first thing that we’re looking for, and I’m especially thinking about airlines, is a recognition that the credibility of their SAF plans depends on making the right choices when it comes to the kind of SAF or the kind of feedstock that they are made from,” Mirolo said.

    European lawmakers narrowly voted earlier this month to bar the use of controversial biofuel feedstocks from the EU’s aviation fuel green mandate, known as ReFuelEU. The decision was welcomed as a positive step toward decarbonizing the sector and improving the credibility of the bloc’s climate plans.
    “My view on this is we should be going as fast as we can to introduce sustainable aviation fuels now, to ramp up this industry now. This is really a very good opportunity to reduce carbon emissions at the beginning of the 30-year tranche we are talking about,” Airbus CEO Guillaume Faury said Monday at a panel at the Farnborough International Airshow.
    Faury said the initial pivot to sustainable aviation fuels would likely rely mainly on bio-based aviation fuels, but that they would eventually be replaced by “more sophisticated” power-to-liquid fuels, or e-fuels.
    “Probably in the long run — in many decades — we will find a very optimized way of sustainable energy but in the transition, the fast way is to use the SAF, and they are available now,” Faury said.

    Huge increase in emissions ‘just not viable’

    Norman Baker, campaigns and policy advisor at Campaign for Better Transport, was unequivocal in his message to airline executives betting on SAF to reach net-zero emissions by 2050.
    “They need to get real,” Baker told CNBC via telephone. “I don’t believe SAF are sustainable. It is a term used by the industry just like when tobacco companies talked about low-tar cigarettes.”
    One of the core problems of relying on SAF to reduce the climate impact of aviation in long term, campaigners say, is that it allows the industry to continue growing at rates incompatible with the deepening climate crisis.
    “Even if alternative fuels do develop as planned, and even if the prices do drop and availability increases, the idea that they are going to be available to allow the industry to carry on its current growth pathway is completely unrealistic,” Alethea Warrington, campaigner at climate charity Possible, told CNBC via telephone.
    “It is just not viable to have a huge increase in emissions now and hope that you can magically fix this in a couple of decades’ time,” Warrington said. “It is just not going to work.” More

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    Top travel tips: 5 ways to save money on flights and hotels as prices rise

    1. Finding cheaper flights

    Those who are strategic about saving spend 23% less on flights than those who aren’t, according to a survey of budget travelers by the booking site VacationRenter. 
    Top strategies include booking with a budget carrier (52%), sticking to one carry-on bag (48%), using credit card points or rewards (39%) and tracking ticket prices (28%), it said.

    One in three respondents said they use apps to save money on flights. One such app, Skyscanner, lets users set price alerts, search flexible flight dates and nearby airports, and mix and match airlines to find the best rates, according to its website.
    Fewer are willing to sacrifice comfort and convenience by booking “red-eye” flights (25%) or choosing an airport that is farther away (16%).

    Price alerts on apps like Skyscanner check fares so travelers don’t have to, notifying them when fares go up or down.
    The Good Brigade | Digitalvision | Getty Images

    Having flexible travel dates is one of the top ways to score a flight deal, according to the travel app Hopper, which said departing on a Wednesday instead of a Friday saves around $35 on average.
    The same tactic works for hotel stays, says Hopper. Checking into a hotel for a two-night stay on a Thursday, rather than a Friday or Saturday, can shave an average of $60 off the bill, it said.
    Another tactic is to watch for new routes or new airline services that enter local airports. When an airline adds a new route, competition among carriers can cause airfares to fall, according to Hopper. Airlines often launch promotions to get the word out too, it said.
    That’s what happened when Frontier Airlines started services from Chicago Midway International Airport this summer, said Hayley Berg, Hopper’s lead economist. 
    “Airfare from Chicago to Tampa dropped from an average of $278 per ticket to just over $100 per ticket for departures after April 26, when Frontier’s service began,” she said. “Fares for later dates recovered back to [about] $187 ticket, still nearly $100 less than prior to Frontier’s launch.”
    To learn about new fares and services, travelers can “sign up for newsletters from your local airport, or airlines,” said Berg. Also, “keep an eye out for press releases and signage at your local airport advertising new services.” 

    2. Consider a cruise

    Travelers typically have strong feelings about cruising. But steeply discounted cruise fares may be enough to convince staunch naysayers.
    Since the start of the pandemic, some travel costs have increased by more than 50%, according to a Visa Business and Economic Insights’ travel report published in June.
    But cruise fares have largely remained unchanged, according to the report.

    Four-night cruises on Carnival Cruise Line in August traveling from Los Angeles to Mexico can be booked for $26 a night, according to the booking site Priceline.com. Rates include onboard meals but exclude taxes and government fees. Once these fees are added in, the cost for two people is $456 — or about $57 per person per night.
    Similar deals can be found on cruises to the Bahamas, Turks and Caicos and Cayman Islands. Summer cruises on Norwegian Cruise Line to Alaska start at $58 on Priceline, exclusive of fees.
    In Europe, a four-night cruise to Croatia and Israel starts at $70 per night, while travelers in Asia can cruise from Singapore to Penang, Malaysia for $80 per night, according to Priceline.
    In addition to discounted fares, cruise lines are tossing out other deals to entice passengers back to the seas. Royal Caribbean is letting kids sail for free on select cruises, while Celebrity Cruises is providing onboard credits and savings of up to $500 on airfare, according to both companies’ websites.

    3. Book into new hotels

    Seeking out hotel openings is another way to save money.
    The Standard, Bangkok Mahanakhon, slated to open in Bangkok on July 29, is giving a 25% discount on its best available rates for those who book by Aug. 31 through its “Start with a Bang” promo.
    To celebrate its launch, the Royal Uno All Inclusive Resort & Spa is discounting rates by 25% and giving guests $500 in resort credits, according to a company representative. The resort opened in Cancun, Mexico last month, according to a company representative.

    New hotels often accept reservations before official opening dates that come with discounted rates and other savings available to early bookers.
    Peter Cade | Stone | Getty Images

    This strategy is not without risks, however, as new hotels can incur opening delays. Cancun’s Royal Uno hotel told CNBC that two of its restaurants, plus the spa and the gym, haven’t opened yet but that “management mentioned they will be open late summer.”
    This happened to New Zealander Debbie Wong, who booked a vacation at a luxury hotel in Cambodia that was scheduled to open in early 2019.
    “We had booked months before but as we got closer to the dates, they said they were not ready to open,” she said.
    Because the trip coincided with the Lunar New Year, other hotels in the area were fully booked, said Wong.
    “They then agreed to let us stay for free, with free spa treatments,” she said. “It was 200 staff for just us, another couple and some people from [the hotel’s] headquarters.”
    Wong said she believes part of the reason the hotel agreed to this arrangement was that she had stayed at the brand’s sister properties in the past.
    “It was the most amazing trip we’ve ever had,” she added.

    4. Get the gas covered

    Some hotels are directly addressing travelers’ transportation pain points by offsetting rising gasoline rates.
    New York’s Crowne Plaza HY36, San Antonio’s Hotel Valencia Riverwalk and the Little America hotel in Flagstaff, Arizona, have stays that include a $50 gas card, while guests who stay at Tennessee’s Graduate Nashville can get up to $100 off their bills by showing their gas receipts at check-in.

    Today’s sky-high prices are more likely than not a temporary reaction to an extreme surge in demand.

    Willis Orlando
    Scott’s Cheap Flights

    5. Delay summer plans

    The tip that surfaced the most in CNBC’s search for money-saving strategies was delaying plans to the end of summer or the beginning of fall — the so-called “shoulder season.”   
    Travelers who book summer plans in the last two weeks of August can save an average of $120 per flight, according to Hopper.
    Those with international plans who push their plans into fall stand to save even more, according to the email subscription service Scott’s Cheap Flights. The company directly compared flights to Europe, the Caribbean and Mexico to show how much travelers stand to save by delaying trips to the fall.

    “It’s easy to look at sky-high summer fares and assume that the days of cheap flights are over,” said Willis Orlando, the company’s senior product operations specialist.
    His response: “Not so fast.”
    “Today’s sky-high prices are more likely than not a temporary reaction to an extreme surge in demand,” he said. And that’s why “there’s never been a better time to be flexible with your plans and travel in shoulder season.” More

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    Toyota plans to roll out hydrogen fuel-cell trucks for the Japanese market next year

    Sustainable Energy

    Sustainable Energy
    TV Shows

    Toyota, along with three other partners, is to work on the development of light-duty fuel cell electric trucks.
    While the company is well known for its hybrid and hydrogen fuel cell vehicles, it is also attempting to make headway in the increasingly competitive battery-electric market.
    This week also saw Suzuki, Daihatsu, Toyota and CJPT announce plans to introduce battery electric mini-commercial vehicles to the market

    A Toyota Mirai hydrogen fuel cell vehicle photographed in Berlin, Germany, in August 2021. The Japanese automotive giant started working on the development of fuel-cell vehicles back in 1992.
    Krisztian Bocsi | Bloomberg | Getty Images

    Automotive giant Toyota, along with three other partners, will work on the development of light-duty fuel cell electric trucks with a view to rolling them out in Japan next year.
    In a statement Tuesday, Toyota said it would collaborate with Isuzu, Hino Motors and Commercial Japan Partnership Technologies Corporation on the project. Both Isuzu and Hino carried the same statement as Toyota on their respective websites.

    One potential use case for the fuel cell vehicles could be in the supermarket and convenience store sector, where Toyota said light-duty trucks were “required to drive long distances over extended hours to perform multiple delivery operations in one day.”
    The company also listed fast refueling as a requirement for vehicles operating in this segment.
    “The use of FC [fuel cell] technology, which runs on high energy density hydrogen and has zero CO2 emissions while driving, is considered effective under such operating conditions,” it added.
    According to the company, an introduction to the market is slated for after January 2023, with light duty fuel-cell trucks used at distribution sites in Fukushima Prefecture and other projects in Tokyo.
    Hino Motors is part of the Toyota Group, while CJPT was established by Isuzu, Toyota and Hino in 2021.

    More from CNBC Climate:

    Toyota started working on the development of fuel-cell vehicles — where hydrogen from a tank mixes with oxygen, producing electricity — back in 1992.
    In 2014, it launched the Mirai, a hydrogen fuel cell sedan. The business says its fuel cell vehicles emit “nothing but water from the tailpipe.”
    Alongside the Mirai, Toyota has had a hand in the development of larger hydrogen fuel cell vehicles. These include a bus called the Sora and prototypes of heavy-duty trucks. Alongside fuel cells, Toyota is looking at using hydrogen in internal combustion engines.

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    Tuesday also saw Suzuki, Daihatsu, Toyota and CJPT announce plans to introduce battery electric mini-commercial vehicles to the market in the 2023 fiscal year.
    “The mini-commercial van BEV [battery electric vehicle] developed by these four companies will be used by partners in social implementation projects in Fukushima Prefecture and Tokyo,” the announcement said.
    Daihatsu is a subsidiary of Toyota. As of March 31, 2022, Toyota had a 4.9% shareholding in Suzuki.
    While Toyota is well known for its hybrid and hydrogen fuel cell vehicles, it is also attempting to make headway in the increasingly competitive battery-electric market, where firms like Tesla and Volkswagen are jostling for position.
    This has not been without its challenges. In June 2022, Toyota issued a safety recall for more than 2,000 of its all-electric SUV, the bZ4X. More