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Sheikh Khaled chairs Abu Dhabi Council, and its latest meeting placed an agentic AI platform inside government decision-making for the first time.

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UAE vape tax from September 1

The UAE vape tax from September 1 changes how much tax a bottle of e-liquid carries, even though the tax rate itself stays where it is. The Ministry of Finance has confirmed a minimum excise price of AED 1 per millilitre for liquids used in electronic smoking devices and tools. The rule covers e-cigarette liquids and vape liquids sold across the country.

Here is the part worth slowing down on. A minimum excise price is not a shelf price. It is the lowest value tax officials will use when they work out what a product owes. If a liquid sells for less than that floor, the tax gets calculated as if it had reached the floor anyway.

So the price you pay at the till is one number. The number the tax is built on is another. From September, those two can drift apart on cheaper products.

What the UAE vape tax from September 1 actually changes

The UAE excise tax rate on tobacco and electronic smoking products stays at 100 per cent. Nothing in this decision touches that. What moves is the base.

Take a 60 mL bottle priced at AED 40. Under the old method, the tax was worked out on AED 40. From September 1, the same bottle sits on a taxable value of AED 60, because AED 1 per millilitre multiplied by 60 gives AED 60. The full rate then applies on top of that higher figure.

Run the same sum on a 10 mL bottle, and the floor is AED 10. On a 30 mL bottle, AED 30. Premium liquids already priced above AED 1 per millilitre feel nothing. Budget liquids feel it most.

Who pays and when

The UAE vape tax from September 1 lands on every link of the supply chain. Importers, distributors and retailers all calculate excise duty on the new floor, and they must be registered with the Federal Tax Authority to trade in these goods at all. Whether a business absorbs the extra cost or moves it onto the shelf will depend on the product and how it was priced before.

For anyone who vapes, September 1 is the date to watch. Expect movement at the cheaper end of the shelf. The premium end should hold steady.

Not the first tax on vaping here

This is not the arrival of vape tax in the UAE. Excise tax reached vapes and e-liquids on December 1, 2019, and the wider excise system started in 2017 with tobacco and high-sugar drinks. What arrives next month is the floor underneath the calculation.

The Ministry says the decision keeps the excise system in step with the market and applies one standard across every category of tobacco and electronic smoking product. It also says the change supports compliance and limits practices that weaken how the tax works day to day.

Existing floors elsewhere hold. Cigarettes, water pipe tobacco and similar products keep the minimum excise prices they already had.

The two goals behind the UAE vape tax from September 1

The Federal Tax Authority describes excise tax openly as a tool with two jobs. One is to cut consumption of products judged harmful to health. The other is to raise revenue. The UAE vape tax from September 1 serves both. A higher taxable base on cheap liquids narrows the gap between the budget end and the rest, which may push some users to buy less. It also lifts what the government collects on every millilitre sold.

There is a counterweight, and retailers have raised it. If legal prices climb far enough above unofficial ones, some buyers may go looking for the unofficial ones. That risk sits alongside the health goal rather than cancelling it.

New Al Maktoum International Airport

Al Maktoum International Airport (DWC) targets 260 million passengers a year, and Dubai has now decided how most of them will move once they are inside the gates. Dubai Aviation City Corporation, a government entity, awarded the contract for a 50-kilometre automated people mover system to a consortium led by Mitsubishi Heavy Industries. The Japanese group describes the network as the largest of its kind at any airport. Nine stations are planned, served by 165 driverless vehicles. Completion is scheduled for December 2031, a year ahead of the airport’s planned opening.

Who governs the award?

Dubai Aviation City Corporation sits inside the emirate’s government, which means the money and the accountability are public. Joining MHI are MHI Mobility Engineering Services and the Indian engineering group Larsen and Toubro. The Japanese partners lead design, procurement and testing of the vehicles and signalling, plus overall system integration. L&T takes the remaining subsystems, from design through on-site construction.

Neither the corporation nor MHI has published a price. L&T has classified its portion as a large order under its own reporting bands, a range of 2,500 crore to 5,000 crore rupees, or somewhere between 280 million and 560 million dollars. The precise figure stays undisclosed. Delivery is being implemented through Dubai Aviation Engineering Projects. MHI is not a stranger here, having built the Dubai Metro, which opened in 2011.

The first phase is set at 150 million passengers

Capacity is the reason. Al Maktoum International Airport (DWC) targets 260 million passengers a year in its final form, alongside 12 million tonnes of cargo, across a site of about 70 square kilometres with five parallel runways. Reaching that figure would make it the world’s largest airport by design capacity. The first phase is set at 150 million passengers, and the higher number is a long-term ceiling rather than an opening-day promise.

Dubai International handled 95.2 million passengers in 2025, its busiest year on record, and has almost no room left to stretch. Sheikh Mohammed bin Rashid Al Maktoum approved the new passenger terminal and a 128 billion dirham budget in April 2024, about 35 billion dollars. The Al Maktoum International Airport expansion has been running through a series of contract awards since.

A benchmark set well above Dallas

The 50-kilometre network would run more than six times the length of the current leader, the roughly 8-kilometre SkyLink at Dallas Fort Worth International Airport. Atlanta’s Hartsfield-Jackson, the most heavily travelled airport in the world, carries around 91 million passengers a year and moves them internally on its Plane Train. Al Maktoum International Airport (DWC) targets 260 million passengers over time, close to three times Atlanta’s present traffic. Transfers become the binding constraint at that scale. MHI says the system is meant to cut journey times inside the Dubai World Central airport, improve convenience and keep operations efficient as volumes climb.

Technology decisions held open

Paul Griffiths, chief executive of Dubai Airports, has said the second phase is being designed around new technology and around convenience for travellers. He has spoken of building an airport experience like none other, and has indicated some equipment choices will be taken late in the programme, so newer systems can still be adopted. Keeping options open guards against obsolescence. It also loads risk onto the schedule, and on a public project of this size the timetable is the one measure outsiders can check without access to the books. The Mitsubishi Heavy Industries contract fixes one of the larger pieces early. Al Maktoum International Airport (DWC) targets 260 million passengers, and the people mover decides whether an airport of that size works from the inside.

Sharjah and Maldives in an economic partnership

A meeting at the Sharjah Chamber’s headquarters has placed Sharjah and the Maldives in an economic partnership discussion that starts with something ordinary: the fish on your plate and the room you sleep in on holiday. Abdallah Sultan Al Owais, Chairman of the Sharjah Chamber of Commerce and Industry, received Thoriq Ibrahim, Ambassador of the Republic of Maldives, along with his delegation. Abdul Aziz Al Shamsi, Assistant Director-General for Communication and Business Sector, and Dr Fatima Khalifa Al Muqarrab, Director of the International Relations Department, sat in. Senior officials from both sides joined them.

The sectors both sides named

Talks covered fish storage and processing, date trading, hospitality, and tourism investment. Those four are not abstract. Cold storage decides whether a catch landed in the Indian Ocean reaches a Gulf buyer in good condition or spoils on the way. Dates travel the other direction, from a region that grows them to a market that imports most of what it eats. Tourism and hospitality sit at the centre of the Maldivian economy, and the delegation named both as areas where it wants partners. The Maldivian side told the chamber it seeks lasting partnerships with Sharjah’s business community across all four.

What puts Sharjah and Maldives in an economic partnership now

Timing helps. UAE-Maldives trade relations already run through fish, with fish fillets among the Maldivian goods sold into the Emirates, according to the Maldives mission in the UAE. That same mission describes the UAE as one of the country’s top trading partners. So the trade exists. What this meeting examined was whether it can widen, and into what.

Ports carry the weight

Both sides discussed Sharjah’s record in port operations and its work building maritime infrastructure. The Maldives plans to widen its seaport network and improve logistics as trade and tourism keep growing. Maldives port development is under way at Thilafushi, where Maldives Ports Limited has been building an international logistics terminal to relieve the commercial harbour at Malé. Sharjah presents itself on the strength of its maritime and logistics infrastructure, which Al Owais described as a gateway for Maldivian companies expanding into regional and global markets. Officials framed Sharjah and Maldives in an economic partnership built on logistics rather than declarations.

The chamber’s wider push

Sharjah’s chamber has been widening its international network, and this meeting fits the pattern. Officials outlined how the body connects local companies to buyers abroad and promotes Sharjah investment opportunities across key sectors. The delegation asked about taking part in exhibitions and business events the chamber runs or supports. That is often where deals begin, in a hall, over a table, between two people who had not met before. Putting Sharjah and Maldives in an economic partnership takes routine contact, not a single visit.

What happens next

Nothing was signed. Al Owais restated the chamber’s commitment to closer ties and offered support to Maldivian companies and entrepreneurs. The delegation praised Sharjah’s development record and its standing as a business hub. Whether the talks move from courtesy to contracts may depend on the ports. If Maldives fisheries exports gain cold chain capacity in Sharjah, the fish arrives in better shape and both sides earn more from the same catch. If they do not, this stays a pleasant morning at a headquarters building. The people with the most riding on it never sit in these rooms. They are the crew on a fishing boat before dawn, and the woman at a resort front desk who wants next season booked.