近年来,再生塑料市场正由传统的低价替代向环保减碳等方面推动的高品质回收与再利用转变。阿格斯就大家比较关心的几个问题在由拾柴环境主办的第二届硬塑回收峰会前对国龙环保董事长郭家万和拾柴的创始人王韧进行了访谈:
- 中国再生塑料出口前景
- 再生塑料的食品接触应用
- 欧盟一次性塑料指令中的“镜像条款”等
您认为出口市场对您的产品有多少需求(以及针对哪些产品 - rPET、rHDPE、 rPP? 包装等级? ) ...主要出口市场是什么?
国龙郭家万:再生塑料市场应用主要是国际品牌客户的需求,大品牌企业对环保再生产品的使用,是主动履行社会责任,通过企业的行动推动废旧塑料的回收利用。在中国市场上 国际品牌企业在这两年来一直在测试,小批量试用再生塑料,在东南亚港澳市场上开始投送再生塑料包装产品,也有很多国际品牌企业生产基地在中国,他们的出口产品基本开始使用再生塑料,在日化领域是以rHDPE、rPP为主,在食品包装上是以rPET为主而且都是需要达到食品级要求,并需要取得FDA、EFSA认证!
大多数参与者都在关注回收的食品接触材料,但中国目前不允许在食品接触应用中使用回收材料。在这种情况下,中国回收商应如何发展业务?热解是否是中国回收商的合适途径?
拾柴环境王韧:目前,中国PET回收企业的高价值产品应用主要方向是纺织纤维,工业丝和其他非食品级应用,食品级rPET产品也可以满足一些个人护理产品的特殊需求,其他食品级rPET供应还包括出口中国香港和海外市场。
热裂解在中国还在探索阶段,今年国内宣布了几个商业化项目的建设,但其运行仍有待时日,仍需市场验证。今年8月27-28日我们在上海会有一个国际硬质聚烯烃回收峰会,其中就有化学回收和热解的相关议题,大家有兴趣的可以关注参与。
欧盟正在考虑在《一次性塑料指令》中加入“镜像条款”。这意味着,欧盟外的回收商向欧盟出口材料并希望这些材料计入欧盟再生含量目标时,将被要求达到与欧洲回收商相同的原料、工艺和环境标准。你预计这一政策会如何发展?你认为这会对你的业务产生什么影响?
国龙郭家万:对于国龙再生塑料来说是没有难度的,因为国龙再生的工艺技术,生产设备,环境标准都是与欧洲相同的,也是使用消费后PCR原料,这几年来,我们经过了二十多家国际品牌公司对产品的检测,验厂,生产环境等各项要求测试,安全达到他们的要求,镜像条款对于国龙再生来说是可以做到的。但对于中国很多再生企业恐怕一定的限制。如果欧盟推动这个政策,也许会通过验厂验证“一企一策”的认证许可。
作为国内回收行业的领先企业,国龙未来的发展目标是什么,近期是否有计划投资化学法回收领域?
国龙郭家万:国龙再生经过十年的发展,现在已经建立了相当大的产能,为一系列不同的用途生产回收材料(见表)。我们成功实施了涵盖食品级和工业级产品的全产业链商业模式。
| Recycling type | Capacity (t/yr) |
| Food-grade rPET | 60,000 |
| Food-grade rHDPE | 20,000 |
| Food-grade rPP | 20,000 |
| Pipe grade recyclates | 80,000 |
| Industrial grade rHDPE | 20,000 |
您是否预计在不久的将来中国食品包装市场将开始发展再生材料市场(即法规变化)?您预计中国还会出现哪些法规变化来支持回收行业?
拾柴环境王韧:中国正在研究包装应用再生材料的安全性,这不仅仅包括再生塑料,还包括再生金属,比如易拉罐是否可以使用再生铝。本地市场也在等待相关的文件出台。
目前,国家已经出台以旧换新政策,反向发票开票政策等等,都对回收行业扩大起到促进作用,相信在垃圾分类领域,可能将是后期政府政策出台的方向。当然,建立完整的回收体系需要更多实施战略,以及更多时间来摸索发展路径和进行建设。
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US extends but narrows Jones Act waiver
US extends but narrows Jones Act waiver
New York, 10 August (Argus) — President Donald Trump's administration said it will continue to waive domestic shipping requirements under the Jones Act for another 90 days, albeit with stronger oversight than the previous waiver. The waiver, first enacted 17 March, will now require the Department of Defense to consult with the US Maritime Administration (MARAD) on the availability of Jones Act vessels prior to an individual shipping voyage before determining whether the waiver can be applied, a White House official told Argus . This marks a shift from the waiver's current iteration, valid through 16 August, that relies on the vessel operator or charterer documenting their reasoning. As of 7 August, MARAD data show that around half of the reasons given for the 212 documented Jones Act waiver voyages simply cite the shipment's coverage under the waiver, while only 19 entries mention Jones Act vessels not being available. The new waiver still covers most products that were covered previously, such as diesel, gasoline, crude, soybean oil and fertilizers, but coal and coal-derived products are no longer allowed, according to the official. US-based shipping groups expressed strong opposition to a waiver extension, particularly under the existing blanket waiver authority used since March. "The government can respond to a genuine emergency without turning an exceptional waiver into a standing invitation for foreign operators to enter routine domestic commerce," former US federal maritime commissioner William Doyle said in an op-ed in the Washington Examiner on 10 August. The Trump administration issued the waiver of the Jones Act — which allowed foreign flagged and owned vessels to carry US-to-US shipments in place of US-flagged, US-owned and US-crewed vessels — on 17 March on national security grounds under section 501a and later extended it by 90 days. But some of the voyages conducted under the waiver have been criticized by the domestic maritime industry as not serving any national security purpose . The waiver was issued to ensure US airfields and military installations are properly supplied with fuel, but has otherwise been highly popular with US refiners. Republican lawmakers urged Trump in July to restore the Jones Act, calling the waiver "a loophole exploited by adversarial countries to erode America's maritime dominance". By Charlotte Bawol Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.
Brazil Embraer's 1H deliveries rise by 20pc
Brazil Embraer's 1H deliveries rise by 20pc
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Rhine oil traffic stops as water still dropping: Update
Rhine oil traffic stops as water still dropping: Update
Updates throughout Hamburg, 10 August (Argus) — Barge traffic along the River Rhine has largely come to a standstill, disrupting oil product supply in western Germany, barge operators said. Several terminals on the Lower Rhine will be cut off from barge traffic towards the end of the week. The gauge at the key Kaub bottleneck reached a new record low over the weekend, at 17cm. The federal waterways and shipping administration expects it to fall to as little as 4cm by 14 August, making Kaub practically impassable. Historically low levels have already slashed the number of barges able to pass Kaub, and the loads they can carry without running aground. A German shipowner said last week when levels had reached 23cm that a vessel with a maximum capacity of 1,200t can only carry 180t, and that the voyage to Karlsruhe from the Amsterdam-Rotterdam-Antwerp (ARA) hub now takes five days instead of two. Specialised vessels, which are wider and longer but draw less water, can carry a maximum of 700t. The federal waterways and shipping administration also said the water level in Cologne stood at just under 60cm today. Most inland vessel fleets require water levels of around 1m to reach the loading terminals at Cologne Molenkopf, Cologne-Niehl, Godorf and Wesseling, shipping companies said. This threshold was breached at the end of July, and water levels are forecast to fall further to as low as 40cm by mid-month. Loading terminals in western Germany, including Neuss, Duisburg and nearby Bendorf, may also become inaccessible during the week ending 14 August, shipowners said. German policymakers have introduced emergency measures to ease growing logistical constraints along the river. The federal states of North Rhine-Westphalia, Rhineland-Palatinate, Lower Saxony and Saarland have temporarily lifted restrictions on truck traffic on Sundays and public holidays. But it remains unclear whether the oil product sector will benefit from these steps. Replacing a fully loaded barge carrying 2,400t of diesel would require almost 89 road tankers, each with a capacity of 32m³. Fuel traders also report that their tanker fleets are already running above normal utilisation levels because of longer hauls to more competitively priced loading terminals. Product availability in western Germany, especially for road fuels, has tightened in recent weeks, traders said. Many traders that usually buy at tank farms along the Rhine are diverting to the Miro consortium's 310,000 b/d Karlsruhe refinery in southwestern Germany. But supply in southern Germany has also fallen after a leak at a mild hydrocracker at the Bayernoil consortium's 207,000 b/d Vohburg-Neustadt refinery prompted two local suppliers to pull supply from the spot market on 7 August. The restrictions are likely to last a week. By Natalie Müller and Johannes Guhlke Send comments and request more information at feedback@argusmedia.com Copyright © 2026. Argus Media group . All rights reserved.



