Resumen
Los mercados del carbono se están desarrollando como una palanca económica crucial en el reto de revertir la acumulación de gases de efecto invernadero en la atmósfera de la Tierra, mientras que el CO2 sigue siendo un factor clave en una serie de sectores industriales.
Los gobiernos nacionales están adoptando los mercados del carbono, con una proliferación de políticas de fijación de precios del carbono en todo el mundo. El sector privado está canalizando la financiación de proyectos que generan reducciones y eliminaciones de emisiones de carbono para mitigar sus emisiones difíciles de reducir.
Y las Naciones Unidas están avanzando en la construcción de un mercado global para la reducción de las emisiones de carbono que facilitará los intentos de las naciones de cumplir con sus obligaciones en virtud del Acuerdo de París.
Los sectores industriales siguen siendo una fuente clave de emisiones y consumo de CO2, con la innovación buscando métodos sostenibles de producción y utilización.
Argus prepara el escenario para un período prolongado de crecimiento, evolución e interconexión de los participantes e iniciativas del mercado del carbono.
Últimas noticias de los mercados del carbono
Explore las últimas noticias sobre los mercados del carbono.
Methane emission cuts could boost energy security: IEA
Methane emission cuts could boost energy security: IEA
London, 5 May (Argus) — Cutting methane leaks and routine flaring could unlock significant volumes of gas to alleviate pressure on a tight global LNG balance, according to the International Energy Agency's (IEA) methane tracker published on Monday. The effective closure of the strait of Hormuz since 28 February has shut in around a fifth of the world's LNG supply, with the IEA estimating 110bn m³ of gas passing through the waterway in 2025. But the agency suggests that roughly double the amount of gas trapped in the Mideast Gulf could be replaced by cutting methane emissions, which has the potential to relieve pressure on the tight global LNG market. The organisation indicates that large volumes of gas output are being wasted because of methane leaks, flaring and venting from oil and gas operations. And it estimates that around 100bn m³ of gas could be made available through a global effort to cut methane emissions from oil and gas operations, as well as an additional 100bn m³ through the elimination of non-emergency flaring. Deployment of infrastructure to achieve such large cuts would take time, but the IEA said that immediate measures across global upstream and downstream operations could relieve gas markets by nearly 15bn m³ in the short term. The report identifies the primary exporting countries with scope to create additional gas supply as Turkmenistan, Algeria and Nigeria, while Asia is the main importing region where gas losses could be prevented ( see graphs ). The agency also projects that around 30pc of all methane emissions tied to fossil fuels — more than 35mn t/yr — could be removed at no net cost, based on average energy prices in 2025. Required capital for abatement is lower than the market value of the gas captured to be sold or used, the IEA said. And the gap could grow as a result of the rise in prices cause by the war in the Middle East, according to the organisation. No sign of progress The IEA found that methane emissions tied to fossil fuels edged up on the year in 2025, indicating no progress towards targets. Output from the fossil fuel sector — including oil, natural gas, coal and bioenergy — reach record highs in 2025 and methane emissions from these activities totalled 124mn t. This is up from roughly 120mn t in 2024 . Oil production emitted the highest volume of methane at around 45mn t, coal closely following with 43mn t while emissions from gas output were 36mn t. And around 70pc of fossil-fuel methane emissions came from only 10 countries, with China, the US and Russia the leading emitters ( see graph ). Existing policies and regulations for global abatement will only cut energy-sector methane emissions by 20pc by 2030 and 26pc by 2035. This is short of the global methane pledge reduction target of a 30pc cut by 2030. By Iris Petrillo Potential additional gas supply from abatement of methane emissions in importing countries bn m³ Potential additional gas supply from abatement of methane emissions in exporting countries bn m³ Fossil-fuel methane emissions by country kt Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Australia extends EV tax cuts to 2029 on higher sales
Australia extends EV tax cuts to 2029 on higher sales
Sydney, 5 May (Argus) — Australia's federal government will continue its fringe benefits tax (FBT) exemption for electric vehicles for another 12 months before winding back the discount in stages to 2029, on the back of a surge in demand. The full discount for battery EVs costing less than A$91,000 ($65,000) will continue until 31 March 2027, energy minister Chris Bowen said on 5 May, before the FBT is changed to cover only EVs costing less than A$75,000 from 1 April next year, while more expensive EVs will get a 25pc discount on FBT payable. All EVs below the luxury car tax threshold will receive a 25pc discount on FBT from 1 April 2029. The new policy comes after a government review of EV discounts, which found that 330,000 EVs were sold over the rebate's initial three years to December 2025, with about 133,000 bought under leases benefitting from the FBT exemption. Plug-in hybrids, EVs also featuring a combustion engine but with an externally chargeable battery, were included in the exemption until 1 April 2025. Around 64,000 extra battery EVs and 78,000 extra EVs including plug-ins were sold due to the discount in the first three years, according to the review. The nation's Productivity Commission (PC) had advocated a phasing out of the FBT, a policy platform criticised by industry body the EV Council as stalling Australia's energy transition. The PC estimated that the electric car discount's (ECD) cost of CO2-equivalent (CO2e) emissions abatement was somewhere between A$987-20,084/t, unfavourable compared to other policies, but improved air quality, lower operational costs for motorists and reducing reliance on imported fuel were considered benefits, the review said. Battery boom Australia used 273,000 b/d of gasoline last year , mainly for passenger cars, while a proportion of the 578,000 b/d in average gasoil consumption went to light commercial and passenger vehicles. But EV uptake is rising. Soaring fuel costs and panic-buying which led to tighter availability of transport fuel in some areas may be boosting EV uptake. EVs accounted for 14.6pc and 16.4pc of all new sales in March-April, up from 7.5pc and 5.9pc a year earlier, according to Federal Chamber of Automotive Industries data. This spike may also be due to concerns about the FBT phase-out ahead of the 12 May 2026 budget and some impact from Canberra's fuel efficiency standard , which mandates carmakers to meet tightening emissions standards across their range. A commuter-centric nation, Australians mostly live in suburban areas characterised by distance from employment and poor public transport connections. Demand for EVs is still well-below combustion engines, renewables lobby Rewiring Australia said on 5 May, and more charging infrastructure and affordable supply are needed to make EVs the first choice. Transport-related emissions were 98.7mn t CO2e in the year ending 30 June 2025, or 22.5pc of Australia's total, up by 0.3pc on the year . By Tom Major Australia's gasoline sales by state (b/d) Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Australia approves large solar, wind, battery projects
Australia approves large solar, wind, battery projects
Singapore, 4 May (Argus) — Australia has progressed 10 large-scale clean energy projects for development under a national investment scheme, the government said over the weekend. Almost 1.9GW of renewable electricity generation and 3.7GWh of battery storage projects in Western Australia have been approved under tenders five and six of the Capacity Investment Scheme (CIS) ( see table ). CIS requests projects launch by 2030 and offers up to 15 years of revenue support. Currently, CIS rounds seven and eight are in progress, seeking a total 9GW of generation capacity alongside four-hour energy storage for a 4GW portion. Results are expected around mid-year. Australia wants to tender 40GW of renewable generation and dispatchable capacity under CIS by 2026-27, to support its 82pc renewable electricity target for 2030. But there are also calls for such long-term support to focus on the later years of renewables projects, instead of right from the start. By Liang Lei CIS 5, 6 results Project Developer Round Capacity/ storage Yathroo Wind Farm Neoen Australia CIS 5 420MW Narrogin Wind Farm Neoen Australia CIS 5 168MW Kondinin Wind Farm Shell Energy & Foresight CIS 5 130MW Tathra Wind Farm SynergyRED CIS 5 240MW Waddi Wind Farm Tilt Renewables CIS 5 108MW Parron Maam Marang Wind Farm Zephyr Energy CIS 5 470MW Killawarra Hybrid Project Trina Solar CIS 5 350MW/ 2,100MWh Collie Battery and Solar Hybrid Project Enpowered & Plenary Group CIS 6 200MW/ 1,518MWh Yathroo Battery Neoen Australia CIS 6 200MW/ 1,600MWh Waroona Renewable Energy Project Frontier Energy CIS 6 82MW/ 565MWh —Australia DCCEEW Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
IMO net-zero framework consensus remains elusive
IMO net-zero framework consensus remains elusive
London, 1 May (Argus) — Consensus at the International Maritime Organization (IMO) meeting of its Marine Environment Protection Committee (MEPC 84) this week remained elusive, with the US leading countries opposed to the proposed Net-Zero Framework (NZF) for greenhouse gas (GHG) reductions. By late Friday evening, the majority of member states reached an agreement on the J7 document, which sets out future work for the Intersessional Working Group on Reduction of GHG Emissions from Ships to be held between now and November. The current proposed draft of the NZF , would require ships to reduce their fuel intensity by at least 4pc in 2028, rising to 30pc in 2035, creating a global carbon levy for shipping emissions. The creation of the NZF was approved at MEPC 83 in April 2025, but the planned approval of the regulation in October 2025 was postponed to this October because of a lack of consensus. Countries this week reviewed and debated plans for the proposed NZF, in hopes of finding consensus ahead of the October vote. Several countries this week sought to reshape the NZF proposal, with changes to the GHG pricing mechanism and global fuel intensity (GFI) guidelines. But the atmosphere at MEPC 84 was markedly more constructive than in the October meeting, some delegates told Argus . Formal adoptions at MEPC 84 focused on ballast water management, marine plastic litter and bio fouling, while discussions on the decarbonisation of the shipping industry were treated as preparatory ahead of the planned October vote. IMO officials repeatedly framed the talks as an effort to avoid a repeat of last year's breakdown and to prepare the ground for agreement later this year. Proposals by Liberia and Japan As part of the dialogue this week, member states proposed 57 amendments to the NZF. Several delegations reiterated their support for the revised NZF proposal submitted by Liberia, co-sponsored by Argentina and Panama, and a delegate told Argus this appears to be the main suggestion considered by IMO member states. The Liberian proposal calls for adjusting the Global Fuel Intensity (GFI) trajectory to reflect the demonstrated availability and uptake of low-carbon fuels, rather than fixed aspirational targets, and proposes to remove the creation of an IMO-managed fund financed by penalty payments. Under the proposal, fuels would qualify as compliant only if they meet defined viability criteria, including affordability, availability and scalability, with costs capped at no more than 15pc above conventional bunker fuels. But member states' views diverged mainly on the IMO-managed fund and the penalty payments determined in the draft on which members failed to reach consensus in October 2025. Japan's proposal also emerged strengthened from the meeting, a delegate said. The submission seeks the removal of mandatory payments to the IMO Net-Zero Fund. Instead, Japan proposes that compliance deficits should be balanced solely through market mechanisms, allowing ships to meet obligations by transferring surplus units generated by over compliant vessels. The proposal also calls for easing the Global Fuel Intensity (GFI) reduction trajectory from 2030 onwards. Continued lack of consensus The US, Russia, UAE, Saudi Arabia and others were opposed to the framework, while the EU, UK, China, Brazil and India were in favour. US delegate and Federal Maritime Commission chair Laura DiBella said the NZF is an unnecessary tax on US shippers and vessels operating in international waters. "The NZF would cost the maritime industry billions of dollars annually," DiBella said. "As the largest consumer of imported goods, these costs will be directly passed onto US consumers." Last year, the US threatened to retaliate against countries that backed the proposal. The deferral of the vote last October caused price declines in several alternative bunker fuel markets last year. Without at least a two-thirds majority consensus in favour of the framework, the IMO could potentially vote to adjourn or reject the NZF in October. Despite the conflict of views, IMO secretary general Arsenio Dominguez emphasised progress made in inter-sessional talks on the technical backbone of the framework, particularly GHG fuel intensity calculation guidelines, fuel certification and life cycle assessment methodologies. MEPC 84 discussions also covered how to treat technologies such as onboard carbon capture and storage (CCS), for which the IMO is drafting a future framework. The IMO on Wednesday agreed to designate the North-East Atlantic ocean as an emissions control area (ECA). This should boost demand for lower emission bunker fuels, such as very low sulphur fuel oil (VLSFO), particularly for European LNG bunker markets, where methane slippage has increased in importance. By Madeleine Jenkins and Gabriel Tassi Lara Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
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