Don’t just blame government and business for the recycling crisis – it begins with us


Trevor Thornton, Deakin University

As the dramatic shutdown of major recycling company SKM this week has illustrated, recycling is not free.

Householders in Australia pay council rates for a recycling and garbage service. This fee is largely based on the costs of collecting, sorting and processing, and – importantly – what returns are likely from selling the end product.

However, since 2017 the price on the open market for mixed plastics has plummeted from about A$325 per tonne to A$100 per tonne. Mixed glass actually dropped to a negative value, which meant that generators were potentially paying for it to be taken away.




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On the other hand, prices for high-quality recycling (not mixed materials or items contaminated with food, for example) largely remained the same or slightly increased.

This shows the market for low-quality, poorly sorted recycling, which Australia has previously offloaded to China and other Southeast Asian countries, is ending.

Unless we improve our recycling industry, we must start sending more recyclable material to landfill – as is happening now in some Victoria councils.

So what can we do about it?

Reduce first

Reduction, fundamentally, comes before recycling. We need to avoid waste to begin with, in our homes and businesses.

As consumers, we should be vocal about seemingly contradictory practices by businesses. For example, supermarkets congratulate themselves on reducing plastic bags, but then use small plastic toys as marketing tools – not even making them out of recycled plastic. These toys are destined for disposal, potentially contaminating recycling streams, and not all consumers are happy.

Throw out recycling properly

It’s tempting, if you don’t know whether something is recyclable, to simply put it in the yellow bin and assume someone on the other end will “sort it out”. But in reality, incorrectly recycled material can contaminate entire loads of otherwise valuable and useful recyclables, diverting it to landfill.

Councils blame the recyclers for this, who blame the councils. Everyone blames state governments, and they in turn blame the recyclers.

Fundamentally though, we as the generators of waste must assume a high degree of responsibility. We are the ones putting contaminants into the recycling system that everyone else in the management structure must deal with.




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It’s our job to familiarise ourselves with what can and cannot be recycled – although, to be fair, this can vary widely from council to council, and should be made easier to check.

If we can clean up the recycling streams, markets should increase and prices for these commodities will similarly rise. This encourages those in the sector to improve their plant technology, and for others to enter in what would then be a more competitive market.

Develop the industry

Clean recycling still requires an established market to be profitable. Governments, as the single largest purchasers in Australia, can play an important role here.

The Victorian government has already committed to helping government agencies increase recycled content in their purchasing requirements. Other governments are doing likewise and this is a very positive step.

At a minimum, contracts and tenders should specify a certain level of recycled materials used in products sold to the government, or prefer those suppliers who do have recycled content.




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One innovative approach where governments can use their purchasing power is with the use of plastic and glass recyclables in roads. Trials have been extremely positive.

In fact, the Australian Council of Recycling has suggested that using recycled material in construction for the Snowy 2.0 scheme would consume all the recyclables generated in Australia.

We need to chew and walk gum

The most important message is, just as there’s no single person or sector to blame for Australia’s dismal recycling situation, there’s no single solution. We all need to take more care with what we put in the bin. Governments around Australia should incentivise local manufacturers to use domestic recycling.




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Recycling companies should certainly improve their technology so they can produce higher-quality material, which can be sold at a profit.

And, as the current SKM debacle illustrates, governments need a plan B when the market breaks down.

Even with all of this, a sustainable domestic recycling industry is some way off. We urgently need to start doing the things we already know will work, rather than playing endless rounds of a pointless blame game.The Conversation

Trevor Thornton, Lecturer, School of Life and Environmental Sciences, Deakin University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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New Zealand poised to introduce clean car standards and incentives to cut emissions



Australia and Russia could soon be the last remaining developed nations without fuel efficiency standards, with New Zealand proposing new rules and financial incentives to get more people driving cleaner cars.
http://www.shutterstock.com, CC BY-ND

Robert McLachlan, Massey University

The New Zealand government has proposed new fuel standards to cut greenhouse emissions, along with consumer rebates for cleaner cars – paid for by fees on high-polluting cars.

The long-awaited proposed changes would bring New Zealand in line with most other developed countries; apart from New Zealand, Russia and Australia are the last remaining OECD nations without fuel efficiency standards.

New Zealand’s long tradition of not regulating its car market, combined with substantial indirect subsidies for private cars, makes addressing emissions from the transport sector both challenging and highly significant.




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New Zealand’s second-rate car fleet

Land transport emissions – the single largest source of fossil carbon dioxide in New Zealand – grew 93% between 1990 and 2017. There are multiple causes. The population grew 44% during this period, mostly through immigration. The car ownership rate also grew rapidly, partly due to economic growth and deficiencies in public transport in the main cities. Car ownership in New Zealand is now the highest in the OECD and there are more motor vehicles than adults.

Fuel efficiency improved only slowly over this period, before stalling in recent years: at 180g CO₂/km, the emissions of newly imported vehicles in New Zealand are 50% higher than in Europe. Because of the lack of a fuel efficiency standard, importers provide less efficient versions of their bestsellers to the New Zealand market. Of the ten bestselling new vehicles, five are utes (which also benefit from a fringe benefit tax exemption, four are SUVs and one is a regular car.

In addition, half of all vehicles are imported secondhand, mostly from Japan. They are cheap, but less efficient than newer models. Emissions, and congestion, are likely to continue rising as the national vehicle fleet is increasing by 110,000 vehicles a year.

One bright spot in the present situation is the emergence of an electric vehicle segment, mostly driven by the availability of cheap second-hand Nissan Leafs from Japan and the construction of a fast-charging network by a private company. Although sales have stalled in the past year at a market share of 2%, there are now 15,000 electric vehicles in New Zealand. (Australia has around 10,000 electric vehicles.)

New Zealand’s history of fuel taxes

New Zealand does not have a strong record of taxing “bads”. The only goods subject to excise taxes are tobacco, alcohol and fuel. The fuel tax is moderate by international standards. Over the past decade, the fuel tax has been fully allocated to road construction and maintenance.

New Zealand has an emissions trading scheme. The current carbon price of NZ$25/tonne of carbon dioxide adds five cents per litre to the price of fuel. Clearly, any likely increases in the carbon price are not going to be enough to change car buying decisions. Research shows that consumers tend to focus on upfront costs, while underestimating future fuel and maintenance costs.

Despite that, a special Auckland fuel tax of 10 cents per litre that co-funds public transport investment provoked a brief but intense backlash from the public. Plans to extend the scheme to other centres were canned.

A two-pronged plan

The proposed fuel efficiency standard would require car importers to either meet it or pay a fine. The suggested standard is 150gCO₂/km in 2021, falling to 105gCO₂/km in 2025, with further falls thereafter. There are more than 3000 car importers in New Zealand, so this could prompt a major shakeup, including possible price adjustments.

The standards are similar to those proposed by the Australian Coalition government in 2016, which have not yet been taken any further. Internationally, fuel efficiency standards cover 80% of the light vehicle market.




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But the second component of the proposal, the clean car discount, has attracted more attention. Cars emitting less than the current threshold would received a discount, initially up to NZ$1800 for an efficient petrol car, up to NZ$4800 for a hybrid and up to NZ$8000 for a battery electric car. Cars costing more than NZ$80,000 would not receive a discount.

Known as a “feebate scheme”, those rebates would be paid for by increased fees for high-polluting cars, of up to NZ$3000. The amounts are designed so that the entire scheme would be revenue neutral to the government. Modelling suggests that the proposed standard and discount combined would save motorists NZ$12,000 over the life of a vehicle.

International clean car schemes and testing

There is international experience with similar schemes, and they have been broadly effective. France has been operating a “feebate” scheme since 2008 with periodic adjustments. New Zealand’s proposed scheme is similar to the French and Swedish schemes.

But there is also room to get it wrong. Tinkering with electric vehicle incentives has led to wild sales fluctuations in the Netherlands and Denmark.

The spread between tested and real-world fuel use has widened, up from 9% in 2001 to 42%. The new Worldwide Harmonised Light Vehicle Test Procedure testing cycle, currently being adopted by Japanese and European manufacturers, is believed to be more representative of real-world fuel use, as is the test already in use in the United States.

But overall, the New Zealand proposal has been received positively by car makers and across political parties.

One possible weakness is that it is entirely based on carbon dioxide. Other pollutants, including nitrous and sulphur oxides and particulate matter (soot), that are responsible for most of the immediate health impacts of vehicle pollution and are worse in diesel than in petrol vehicles, are not targeted. Nor are the underlying subsidies to the car-based transport system, which make a transition to active and public transport more difficult.

Any decisions made now will have impacts for decades to come. Switching the fleet to electric is different from just switching to more fuel-efficient cars. It involves new charging infrastructure and some behavioural changes from the public, and these challenges (rather than simply cost) are stumbling blocks worldwide to more rapid adoption.

These arguments have persuaded many countries to bring in electric vehicle incentives beyond simply targeting carbon dioxide. Norway is a famous example, where electric vehicles avoid purchase taxes and market share is already 60%. The UK has recently exempted electric company cars from fringe benefit tax.

As the global market share of electric vehicles still stands at only 2%, eight years after they became widely available, and the number of fossil-fueled vehicles is increasing by 48 million a year, stronger action on vehicle emissions is clearly needed worldwide.The Conversation

Robert McLachlan, Professor in Applied Mathematics, Massey University

This article is republished from The Conversation under a Creative Commons license. Read the original article.