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A zhuzhed-up explanation of the international plastics treaty negotiations you definitely didn't pay attention to this week.
Let’s just admit it: The INC-2 has a pizzazz problem. For one thing, if you’re not in the know, its name could easily be mistaken for the model number of
a large kitchen appliance. Even if you are in the know, it’s difficult to get excited about what is “the second of five U.N. Intergovernmental Negotiating Committee for Plastics meetings” — even if this one did take place in Paris.
But what the INC-2 lacks in, shall we say, broad public interest appeal, it makes up for in importance, compelling characters, and drama. Yes, I said it: drama!
Here’s everything you need to know about this week’s INC-2 negotiations, which concluded on Friday and have the ultimate aim of creating a first-of-its-kind legally binding global plastics treaty.
This week, over 2,000 participants from 175 countries flocked to the UNESCO headquarters in Paris to debate, lobby, demonstrate, observe, sing, make art, and generally get very little sleep. For many attendees, it was a reunion of sorts: The first Intergovernmental Negotiating Committee meeting (INC-1) was held six months ago in Uruguay; the next, INC-3, will take place in Kenya in November.
Why such a frenetic, globe-trotting schedule? Because the delegates only have until the end of 2024 — technically, just 15 more total negotiating days — to hammer out the specifics of the first international plastic pollution treaty, as directed by the U.N. Environment Assembly last year. If they’re successful, the treaty will be the most important international environmental agreement since the Paris Climate Agreement was signed in 2015.
It’s a complicated subject. Campaigns against things like plastic straws and takeout bags have come to be seen by some U.S. activists as distractions, while others have defended plastics’ enormous lifesaving upsides and the fact that a like-for-like replacement of everyday plastics with paper bags could, counterintuitively, skyrocket global emissions (fun fact: the single-use plastic bag was invented as an environmentally friendly alternative to cutting down trees).
But the INC delegates aren’t trying to get rid of plastics altogether, just reduce their use. The U.N. cites data that shows over a third of all plastics are used for “gratuitous” purposes like packaging, including food and beverage containers, which overwhelmingly end up in landfills. Cutting down on wasteful packaging while promoting recyclable and reusable goods could slash 80% of plastic pollution by 2040.
Unfortunately, the world’s plastic problem is only getting worse. Emissions from the making of plastics alone are expected to outpace coal emissions within the decade. By 2040, U.N. projections show conventional plastics, which are made using newly extracted fossil fuels and thus a major part of oil companies’ plans for surviving the energy transition, taking up a whopping 19% of the global carbon budget. And by 2060, the 139 million metric tons of plastic we produce every year could triple unless the world makes changes.
Anti-plastic activists, scientists, and a 55-country bloc of negotiators led by Rwanda and Norway that calls itself the “High Ambition Coalition to End Plastic Pollution” are pushing for caps on plastic production. Their argument is that cutting off plastics at the source is the only way to turn off the proverbial “tap” of pollution created during the “full lifecycle” of a plastic item, from the extraction of oil to make it, the energy required to shape it, and its eventual disposal in a landfill or recycling plant. Others are pushing to regulate what chemicals can be used to make plastics. And though it seems far less realistically achievable, a ban on single-use plastics has also been floated, including by the 14-nation Pacific Small Island Developing States (PSIDS) group.
\u201chttps://t.co/6SoYwpMWj7\u201d— Cate Bonacini (@Cate Bonacini) 1685601469
\u201chttps://t.co/a2NwIRMFpm\u201d— Cate Bonacini (@Cate Bonacini) 1685601469
The plastic treaty negotiations are breaking into three distinct camps, which I’ll call the “One Big Pledge” group, the “Bespoke Pledges” group, and “Saudi Arabia,” because it’s just Saudi Arabia.
The One Big Pledge group — primarily made up of the members of the 55-country High Ambition Coalition to End Plastic Pollution — wants an international, legally binding treaty that will “end plastic pollution by 2040” — however that target may be ultimately defined — by capping new plastic production at a “sustainable level,” likely by targeting single-use plastics; limiting the chemicals that can be used in the creation of plastics in order to reduce health hazards and encourage recyclability; and establish provisions for plastics at the end of their life to maximize reuse rather than leakage into the environment.
In a bit of pre-meeting drama, Japan ditched America to join the High Ambition Coalition, leaving the U.S. as “the only major developed country” that isn’t part of the group. High Ambition Coalition members also include Canada, Australia, the United Kingdom, the European Union, and Mexico.
The “Bespoke Pledges” group wants to take what The Washington Post calls a “less stringent” approach by letting countries “come up with their own pledges” — kind of like a children’s arts-and-craft project fair where everyone gets to make their own popsicle stick man, except instead of a popsicle stick man it’s a commitment to ending pollution and there are no penalties if yours sucks.
Some Democrats and assorted celebrities have protested that this approach is kind of lame, but the Biden administration is nevertheless pitching it as being more like the Paris Climate Agreement (which, of course, was notorious among activists for this very aspect of its structure). The U.S. is also insisting that it is being “just as ambitious” as the High Ambition Coalition even as others have deemed its position rather “underwhelming.” Hey, at least the American Chemistry Council likes it?
Meanwhile, Saudi Arabia thinks the American plan of “come up with your own pledge and don’t worry about an enforcement mechanism” sounds basically great, but it could go for an even more hands-off treaty, too. Its proposal lists just two suggested “obligations” for signatories: “designing [plastics] for circularity” when possible and agreeing to share recycling tips with other countries.
For delegates, activists, and industry interests departing Paris this weekend, there was a distinct air of anxiety about how much work still lies ahead. Part of the issue was that negotiations in Paris got off to a slow — the rumor in the refillable water bottle fountain line is that it was an intentionally slow — start.
The biggest reason for the delay was an extended debate over the draft rules of procedure. First there was a kerfuffle about how voting blocs like the EU can cast votes on behalf of their member states. But that discussion gave some oil-producing countries like Brazil, Saudi Arabia, and Iran an opening to try to revise the rules in a much bigger way: requiring decisions to ultimately have a consensus rather than be put to a vote.
\u201cNo multilateral environmental treaty has ever been negotiated without the option of voting. \n\nBrackets in #INC2 #PlasticsTreaty rule 38 would be a disaster for the planet and the future of environmental governance. \n\nhttps://t.co/HXOvgVjZWr\u201d— Magnus L\u00f8vold (@Magnus L\u00f8vold) 1685436365
The distinction between “voting” and “consensus,” while procedurally in the weeds, is actually a significant one. As the rule is written now, if consensus is not achieved, decisions then go to a vote, which must pass with two-thirds support. Countries that supported the change included Brazil, China, Saudi Arabia, India, Iran, Russia, and Venezuela; countries that backed voting as a final option included the U.S., EU, U.K., Canada, Norway, and Senegal, whose delegate explained the issue succinctly and to applause: “Consensus is what kills democracy,” he was reported as saying. “If one or two countries don’t agree, we’re stuck.” Without the option to vote, it’s likely any meaningful plastics treaty will be DOA.
Meanwhile, Mexico’s delegate, Camila Zepeda, was losing her patience at this point: “It’s a waste of time and energy ... We’ve heard arguments at length [that] don’t focus on the essential issue, plastic pollution,” she reportedly said. “Everyone, turn off your microphones, stop your speeches.”
\u201c#PlasticsTreaty: And just like that, another full day was spent disagreeing on rules of procedures in Paris. And still no discussion on plastics pollution \ud83e\udee0\u201d— Laura Mercier (@Laura Mercier) 1685466850
But if it was the intent of major oil-producing states to delay negotiations, it worked. After agreeing to disagree about the rule on Wednesday — essentially kicking the can down the road to INC-3 — states like Saudi Arabia, Russia, and Iran continued to raise questions that seemed designed to run out the clock (the Iranian delegate’s concern about observing a reasonable bedtime, at least, was relatable). Mexico’s delegate finally snapped, waving her name placard above her head, scolding her colleagues that it was time to “roll up your sleeves and get to work,” and then grabbed her backpack and walked out of the room:
\u201cAs Saudi Arabia and Russia kept asking for the microphone, Mexico\u2019s delegate waved her name plate, said we have to go to these groups, put her rucksack on and walked out to applause and chants of \u201cMexico\u201d from some observers. Got her way. Session over. #INC2\u201d— Joe Lo (@Joe Lo) 1685479936
Attention then turned to what will likely be a crux of negotiations: the role of recycling and “circularity” in the eventual treaty. Anti-plastic activists are gunning hard for the first of the three classic R’s: to reduce the amount of plastic that gets made, period. Oil and chemical interests, though, wanted to focus on the third R: recycling.
There’s a reason even countries like Saudi Arabia (and the U.S.) are writing “circularity” into their obligations: proposals that push advanced plastic recycling, with the intent of extending the lifespan of plastics, will allow fossil fuel companies and states to keep extracting oil to make new plastics by taking the attention off the plastic caps being mulled by the High Ambition nations. There also isn’t an agreed-upon meaning of the term “circularity,” Inside Climate News points out, meaning countries and companies can use the eco-friendly buzzword without being nailed to a commitment they don’t intend to keep.
Additionally, there are lots of valid concerns about advanced recycling, from the heavy energy and emissions output required to extend the lifespan of plastics to the current technological inability to minimize the dangers of toxic chemicals produced in the process.
Some players have also have stressed that all the attention on recycling alone is too limited. “To focus on plastic waste in this treaty would be a failure because you have to look at plastic production to solve the crisis — including the extraction of fossil fuels and the toxic chemical additives,” Dr. Tadesse Amera, the co-chair of the International Pollutants Elimination Network, told Spain’s El País.
A global agreement on how to handle plastic pollution was still clearly a ways off on Friday as the conference wound down. But by the end of the week, the delegates could celebrate genuine progress toward formulating objectives, obligations, and implementation tactics, and had additionally mandated a zero draft text of the treaty be written by the chair, which will be considered at INC-3. Activists applauded the step, which due to the delays, had not been a given.
There remain major hurdles to clear, however. If there is a single major takeaway from INC-2, it’s that oil-producing countries are becoming worried enough about the treaty’s direction that they’re beginning to drop the cooperative veneer and drag their heels. Even a relatively “underwhelming” plan like United States’ voluntary pledge proposal could potentially be at risk of failing if the consensus group ultimately wins out. “We may have to conjure up some additional days to finalize these talks,” one participant told the Earth Negotiations Bulletin on Wednesday. A hypothetical “INC-6” entered the vocabulary.
In the meantime, the delegates, lobbyists, activists, and observers are on their way back to their respective countries to catch up on sleep, detox from all the chocolate that was consumed, and prepare for INC-3 in Nairobi in November. The clock is ticking but if there is a glimmer of hope for the anti-plastics team, it’s that the oil interests are outnumbered. As Yvette Arellano — the founder and executive director of the Houston-based environmental justice group Fenceline Watch — told me by email from the ground in Paris, “They know once this starts going, it’s only gonna catch more public interest and global momentum.”
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The company has a new CEO and a new strategy — to refocus on its “core business.”
After a proxy fight, a successful shareholder revolt, and the ousting of a CEO, Air Products, the largest hydrogen company in the world, is floundering. In early May, it posted a $1.7 billion net loss for the second quarter of the fiscal year. While Air Products produces an array of industrial gases, the newly appointed CEO, Eduardo Menezes, told investors on the company’s recent Q2 earnings call that he blamed its investments in clean hydrogen projects for its recent struggles.
“Over the past few years Air Products moved away from its core business in search of growth,” Menezes said. (That core business would be traditional industrial gases such as oxygen, nitrogen, and hydrogen, produced sans newfangled clean technologies.) “We deployed capital to complex, higher risk projects with first-of-a-kind technologies — and, more importantly, without committed offtake agreements in place.” The company took on significant debt and increased its headcount to try and carry out its ambitious agenda, he explained. “This had a negative impact on both cost and execution quality, leading to significant project delays.”
This is, of course, in line with the overall downward trend in fortunes for clean hydrogen. Demand has long lagged behind production capacity, and projects have fallen apart left and right as uncertain economics, the Trump administration’s fossil fuel-friendly agenda, and the future of the clean hydrogen tax credit threaten to reverse what early-stage progress producers have made to date. But while these hurdles could be expected to flatten the hopes of some emergent startups or oil and gas industry tourists, it’s a more telling signal when the world’s biggest hydrogen supplier can’t make an expedient transition to clean energy work.
“I think that they’re just at the forefront of the industry pulling back,” Krzysztof Smalec, an equity analyst at Morningstar, told me. Air Products has committed $15 billion to the energy transition overall, making a more aggressive push into the low-carbon hydrogen space than its competitors such as Linde and Air Liquide. “They’re the most exposed, so it’s the most high profile, but it’s not unique to Air Products,” Smalec said.
The company has been facing investor pushback over its ostensibly risky investments in this space for some time now. In January, shareholders voted to replace three of the company’s board members, including former 81-year old CEO Seifi Ghasemi, who drove the company’s enthusiastic expansion into the clean hydrogen market. This was a major win for activist hedge fund Mantle Ridge, which holds a nearly 2% stake in Air Products. The investor spent much of last year ginning up support for the idea that Air Products needed new voices in the boardroom to scale back its clean energy projects, many of which had not yet secured buyers. (Air Products did not immediately respond to a request for comment.)
The Mantle Ridge campaign — called Refreshing Air Products — backed Menezes for CEO. On last week’s call, he was frank with investors as he echoed his supporters’ — and much of the industry’s — perspective when he emphasized “the importance of refocusing” on tried and true outputs. This refocusing means major layoffs. The company employs about 23,000 people, and Menezes told investors that 1,300 layoffs are already “in process.” Between next year and 2028, the company intends to eliminate another 2,500 to 3,000 positions.
Air Products is also scaling back its plans for a controversial blue hydrogen project in Louisiana. This means the hydrogen is made from natural gas, with the resulting CO2 emissions captured and stored underground. Initially, Air Products had planned to turn about 80% of the hydrogen from this project into ammonia; now it’s looking to sell off the ammonia portion of the business, as well as the plant’s carbon capture and sequestration operations. The goal is to reduce the project’s costs from around $8 billion to $5 billion or $6 billion. All funding will be paused while the company pursues this “derisking strategy,” and will restart only once firm offtake agreements are secured. As of now, none have been announced.
This comes on the heels of three project cancellations Air Products announced in February, two of which were hydrogen-related. One was a sustainable aviation fuels project in California that proposed using hydrogen to convert diesel into jet fuel. The company nixed it due to “challenging commercial aspects.” The other was a planned green hydrogen facility in New York that would use clean electricity to produce hydrogen. That decision followed the January release of final hydrogen tax credit rules, which mandate that projects buy energy from new renewable sources (Air Products had planned to use existing hydropower facilities), as well as slower than anticipated development of the market for hydrogen-powered vehicles.
“I think Air Products just went out on a limb and just took a bet that they’ll be able to finish these projects, be the first mover, and be able to charge a premium,” Smalec told me. “And that was a lot of additional risk.”
The difficulty of deploying new technologies is certainly not confined to the hydrogen industry. “A lot of energy transition industries are struggling at the moment,” Murray Douglas, the head of hydrogen research at Wood Mackenzie, told me. No kidding. “That’s a result of many different factors, not least higher borrowing costs, high rates of inflation across much of the world.”
There is one hydrogen project that the new leadership appears to be relatively happy with, though perhaps predictably, it’s not domestic. That’s a green hydrogen complex in Saudi Arabia, expected to come online in 2027. On its website, Air Products boasts that the facility is “based on proven technologies,” running counter to the new leadership’s narrative that this novel tech might be too risky a bet. While Menezes told investors that from the outside he was “very concerned with this project” he’s been pleasantly surprised that it appears poised to produce low-cost green ammonia from hydrogen. As for the upfront costs, he told investors that Air Products has “successfully limited our spend on this project through partnership and project financing.”
The fact that a green hydrogen project — said to be the world’s largest — is taking root in a fossil fuel-rich nation like Saudi Arabia could be seen as a ray of hope. But on the whole, Douglas isn’t surprised that Air Products is pulling back. So many companies — be they industrial gas behemoths or oil majors — are winnowing down their once robust clean energy project pipeline now that political and economic realities have shifted. BP, for example. stopped work on 18 early-stage hydrogen projects last year and shut down its hydrogen-focused low carbon transportation team. Similarly Shell is scaling back its hydrogen ambitions, scrapping its hydrogen vehicles division.
“They’ve had to probably accelerate the narrowing of that portfolio a bit quicker than what we were expecting because the market just isn’t maturing quickly enough,” Douglas told me. “Maybe the rules are a bit more difficult, cost escalation, inflation has really got in the way.”
But while the tide is certainly out for clean hydrogen, Smalec reads Air Products’ pullback as more of a push towards prudency than a companywide disavowal of the category. Under the right conditions, including manageable costs and secure offtake agreements, “my sense is that they would definitely be willing to invest,” Smalec said. That’s how the company’s competitors are approaching things, he added.
For the near future, though, expect the drama around Air Products to simmer down. “For the next three years or so, I would not expect any major announcements,” Smalec told me. “I think that they have a pretty straightforward path to really improve their performance.”
Unfortunately for the clean hydrogen industry, the path to profitability has changed significantly in recent months, and green and blue hydrogen might be more of a side quest these days.
Add it to the evidence that China’s greenhouse gas emissions may be peaking, if they haven’t already.
Exactly where China is in its energy transition remains somewhat fuzzy. Has the world’s largest emitter of greenhouse gases already hit peak emissions? Will it in 2025? That remains to be seen. But its import data for this year suggests an economy that’s in a rapid transition.
According to government trade data, in the first fourth months of this year, China imported $12.1 billion of coal, $100.4 billion of crude oil, and $18 billion of natural gas. In terms of value, that’s a 27% year over year decline in coal, a 8.5% decline in oil, and a 15.7% decline in natural gas. In terms of volume, it was a 5.3% decline, a slight 0.5% increase, and a 9.2% decline, respectively.
“Fossil fuel demand still trends down,” Lauri Myllyvirta, the co-founder of the Centre for Research on Energy and Clean Air, wrote on X in response to the news.
Morgan Stanley analysts predicted Friday in a note to clients that this “weak downstream demand” for coal in China would “continue to hinder coal import volume.”
Another piece of China’s emissions and coal usage puzzle came from Indonesia, which is a major coal exporter. Citing data from trade data service Kpler, Reuters reported Friday that Indonesia’s thermal coal exports “have dropped to their lowest in three years” thanks to “weak demand in China and India,” the world’s two biggest coal importers. Indonesia’s thermal coal exports dropped 12% annually to 150 million tons in the first third of the year, Reuters reported.
China’s official goal is to hit peak emissions by 2030 and reach “carbon neutrality” by 2060. The country’s electricity grid is largely fueled by coal (with hydropower coming in at number two), as is its prolific production of steel and cement, which is energy and, specifically, coal-intensive. For a few years in the 2010s, more cement was poured in China than in the whole 20th century in the United States. China also accounts for about half of the world’s steel production.
At the same time, China’s electricity demand growth is being largely met by renewables, implying that China can expand its economy without its economy-wide, annual emissions going up. This is in part due to a massive deployment of renewables. In 2023, China installed enough non-carbon-emitting electricity generation to meet the total electricity demand of all of France.
China’s productive capacity has shifted in a way that’s less carbon intensive, experts on the Chinese energy system and economy have told Heatmap. The economy isshifting more toward manufacturing and away from the steel-and-cement intensive breakneck urbanization of the past few decades, thanks to a dramatically slowing homebuilding sector.
Chinese urban residential construction was using almost 300 million tons of steel per year at its peak in 2019, according to research by the Reserve Bank of Australia, about a third of the country’s total steel usage. (Steel consumption for residential construction would fall by about half by 2023.) By contrast, the whole United States economy consumes less than 100 million tons of steel per year.
To the extent the overall Chinese economy slows down due to the trade war with the United States, coal usage — and thus greenhouse gas emissions — would slow as well. Although that hasn’t happened yet — China also released export data on Friday that showed sustained growth, in spite of the tariff barriers thrown up by the Trump administration.
All of the awesome earth-moving and none of the planet- or lung-harming emissions.
Construction is a dirty business, literally and figuratively. Mud and gunk and tar come with the territory for those who erect buildings and pave roads for a living. And the industrial machines that provide the muscle for the task run on hulking diesel engines that spew carbon and soot as they work.
Heavy equipment feels like an unlikely place to use all-electric power in order to ditch fossil fuels. The sheer size and intense workload of a loader or excavator means it has enormous energy needs. Yet the era of electric construction equipment has begun, with companies such as Volvo, Komatsu, and Bobcat all now marketing electric dirt movers and diggers. One big reason why: Full-size machines create the opportunity to make construction projects quieter and cleaner — a potentially huge benefit for those that happen in dense areas around lots of people.
Volvo, for example, appeared at last week’s Advanced Clean Transportation Expo in Anaheim, California, primarily to tout its efforts to reduce emissions in the trucking industry via hydrogen-powered semis, electric trucks, and technological refinements to reduce pollution such as nitrous oxide from traditional diesel. But the Swedish brand also trotted out its clean power dirt movers.
The L120 electric loader that is now taking reservations has a lifting capacity of 6 metric tons on pure electric power, making it useful for job sites such as recycling centers and ports. To see such a beast in person — and displayed on pristine convention-center carpet as if it were this year’s Ford Mustang, no less — is an odd and humbling experience that elicits a little-boy level of glee at beholding a big machine. Its bucket, large enough to carry a basketball team, seems to exist on a scale that is too big for battery power, yet Volvo claims the L120 can match the performance of its diesel brethren.
Volvo also brought an electric excavator, the machine used for shoveling out huge bucketfuls of earth. The EC230 Electric is based on the diesel-powered machine of the same name, but with a stack of batteries adding up to 450 kilowatt-hours of capacity and 650 volts of power give the excavator seven to eight hours of runtime on clean electric power.
“Going to the 600-volt battery packs with similar power density that we’re using in [semi] trucks allowed us to take that into the larger construction equipment,” Keith Brandis, VP of policy and regulatory affairs for Volvo North America, told me. “A big breakthrough for us was making sure that the duty cycle — the vibration, the harshness, the temperature extremes — was proven. We have coolant that runs throughout that battery pack, so we precondition the temperatures for very cold starts as well as during very hot temperatures.”
Indeed, the two big boys on display in Anaheim expand Volvo’s lineup of electric construction machines up to seven. The new full-size offerings also take battery power up to a scale needed for serious projects, where it could cut the noise and pollution that emanate from a site. Volvo says its e-machines are already at work on the restoration project in New York City’s Battery Park, at the southern end of Manhattan, where the local government made quiet and clean construction equipment a priority.
Volvo is not alone in this space. Komatsu builds a slate of electric excavators in a variety of sizes leading up to the 20-ton PC210LCE, which the Japanese brand introduced in 2023.
At the smaller end, Bobcat now builds battery-powered mini-loaders and compact excavators. Caterpillar made an EV dump truck a couple of years ago, and more heavy-duty electric machines for industries like mining are on the way.
Although electric loaders and excavators have begun to match the capability of their combustion-powered cousins and have reached a battery runtime that spans a full workday, Volvo and other heavy equipment manufacturers face a few hurdles in convincing more construction companies to go electric. Just like with passenger cars, there is the matter of price. Battery-powered equipment costs more up front, so companies must be convinced that the savings they’ll reap via reduced fuel and maintenance costs will make the electric equipment less expensive in the long run.
And just like with passenger cars, incentives play an outsized role in affordability. Brandis noted that municipalities often have fixed budgets for equipment replacement, which is inconvenient when clean, electric equipment costs substantially more. “We typically rely on purchase incentives or infrastructure incentives, grants, or vouchers that are available,” he said, such as California’s HVIP voucher for zero-emission heavy equipment.
Then there is the construction version of range anxiety, simply ensuring there is enough electricity at any job site to recharge a division of electric loaders. At locations where sufficient electrical infrastructure is already in place, Volvo is helping electric buyers install switchgears, meters, and EV chargers built to talk to the big machines. “It eliminates one other problem point for the customer because we’ve already proven that the operability is there with the equipment,” Brandis told me.
The problem with construction, however, is that sometimes it takes place in remote locations far from easy connections. At ACT, Ray Gallant of Volvo construction equipment said this is the point at which the power has to come to the customer. Volvo recently acquired the battery production business of Proterra, which, among other things, would help the corporation develop battery electric storage solutions that it could deploy remotely — at a far-flung job site, say.
“When we’re in remote sites, we have to take the electrons to the electric machines,” he said.