政治風暴繼續肆虐歐盟碳排放交易體系政策

憤怒和混亂籠罩著今年在倫敦舉行的航空碳論壇。航空公司已經摸透歐盟碳排放交易系統研究出一套符合該系統的碳交易政策，該交易系統在一月一日已經開始生效。但是許多航空公司選擇反對此交易系統，一場政治風暴蓄勢待發。
US delegates knew that, back home, ­Congress had passed the Federal Aviation Authority's re-authorisation bill, which includes strong anti-ETS language. Another bill - which proposes banning US carriers from complying with the EU directive - has gone through the House of Representatives to the Senate.
 美國代表認識到，在國內，國會已經通過了聯邦航空管理局的重新授權法案，該法案言辭激烈地反對歐盟碳交易體系。另一項法案——提議禁止美國航空公司遵從歐盟的指揮——已經被眾議院通過。 本+文+內/容/來/自:中-國-碳-排-放（交—易^網-tan pai fang . com

 Is it time to clear the air?
 是時候清潔下空氣了嗎？
Meanwhile, China has banned its carriers from complying, insisting that the ETS - which requires all airlines flying to and from the EU to purchase allowances for their carbon dioxide emissions - should not be unilaterally imposed on non-EU countries.
 同時，中國已經禁止其境內航空公司遵從歐盟的系統，并強調該系統——要求飛往歐盟和從歐盟始飛的航線購買二氧化碳排放配額——不應單方面要求非歐盟國家。
China and the USA are among a group of at least 26 countries set to meet on 21 February, in Moscow, to discuss joint action against the scheme. The EU promises "appropriate measures" if airlines fail to comply, which could include banning operators from flying to and from Europe. This has sparked threats of retaliation.
2月21日在莫斯科有至少26個國家聚在一起商討聯合對抗該計劃，中國和美國列位其中。歐盟承諾若航空公司不遵守其碳排放系統，歐盟將采取包括禁止飛往和從歐洲始飛的“適當措施”。報復性的威脅已被點燃。

European airlines are concerned. "If the scheme is not complied with by everybody in the same way, it will saddle EU carriers with more costs, make them less competitive and do nothing for the environment," says Simon McNamara, deputy director general of the European Regions Airline Association (ERA). "In the current economic environment, the last thing we need in Europe is some kind of trade war."
 歐洲的航空公司直犯愁。“這要是人家別人都不干，歐洲的航空公司成本負擔就得加重，競爭力可就減弱了而且環境也沒改善到哪去，”歐洲區域航線委員會副總干事Simon McNamara說到。“就現在這經濟環境，歐洲就得玩貿易戰才行。”
FIGHTBACK FEARS
 反擊的恐懼
Jonathon Counsell, British Airways' head of environment, says: "We're extremely concerned about retaliation and non-compliance." EU carriers should, he says, be exempt from ETS charges on routes where competing airlines are refusing to pay, or at least should be compensated from a reserve fund built up by auctioning of allowances.

內/容/來/自:中-國-碳-排-放*交…易-網-tan pai fang . com

 Jonathon Counsell， 英國航線環境主管，表示：“我們對報復和不合作行為相當關切。”他表示競爭對手拒絕繳納碳排放費的航線，歐盟航空公司可以免交碳排放費用，或者至少應該由拍賣配額所得款建立準備金來補償他們。
Some airlines have called on the EU to ­suspend the ETS while the International Civil Aviation Organisation (ICAO) explores ­alternatives that could be applied across all countries equally. But Philip Good, from the European Commission's climate action unit, says suspension of the ETS is unlikely: "That's not the way we work. The ETS is a law. We're perfectly willing to come forward with a revised legislative proposal - in the event a global deal is reached - but that process typically can take two years to go through Brussels."
因為國際民用航空組織在研究一個能平等地應用到所有國家的交易系統，一些航空公司已經向歐盟提交申請暫停碳排放交易系統。但是來自歐盟氣候行動組委員會的Philip Good表示暫停該系統是不太可能的：“這不是我們風格。這交易系統是套法律。我們相當希望能推進一項法律修訂案——一個涉及全球性的——但是這一般得花費兩年時間才能獲得布魯塞爾的通過。”
EMISSIONS TRADING: FOR AND AGAINST
 排放交易：支持與反對
Who supports the inclusion of aviation in the ETS?
 誰支持ETS納入航空業體系？
The European Low Fares Airline Association (ELFAA) is possibly the only industry body to publicly support the ETS. "If we want to continue to grow while we're still generating more CO2, we have to look at measures that will actually enable us to reverse the relationship between traffic growth and emissions efficiency," says John Hanlon, ELFAA's ­secretary general.
 歐洲廉價航空公司協會可能是行業中唯一一家公開支持歐盟碳排放交易系統的組織。“如果我們想要在排放更多的二氧化碳同時繼續增長，就得重視這些真正能夠讓我們扭轉交通增長和排放效率之間的關系。”歐洲廉價航空公司協會秘書長John Hanlon如是說。
Perhaps less surprisingly, the ETS also has strong backing from the Aviation Environment Federation, which argues that it could become the basis of a global carbon trading system. "We can't wait forever for ICAO," says the group's Jeff Gazzard.

本*文`內/容/來/自:中-國-碳^排-放“交|易^網-tan pai fang . c o m

  歐盟碳交易系統同時受到航空環境聯盟的鼎力支持貌似并不讓人感到驚訝，該聯盟強調歐盟的系統能夠成為全球碳交易系統的基礎。“我們不能死等ICAO啊，”該機構的Jeff Gazzard說道。
Who is battling against it?
   都是誰在反對？
Most other airlines and ­representative bodies are opposed to the ETS. Airlines for America (A4A) and its members argue that plans are already under way to create a framework for regulating aviation emissions. "The [EU's] unilateral scheme imposes a significant tax and basically takes money away from aviation and the commitment we have to investing in biofuels and cleaner aircraft - the things that make an environmental difference," says Nancy Young, A4A's vice-president of environmental affairs.
   大多數其他航空公司和組織的代表都反對歐盟的系統。美國航空（A4A）和其成員強調航空碳排放管理框架的建立的計劃正在進行著。“（歐盟的）單邊計劃征收數量巨大的稅，基本是在詐航空業的錢并榨干了我們承諾投資在生物燃料和清潔型飛機的錢——這些措施對環境影響重大。”A4A環境事務副總裁Nancy Young說道。

本`文@內-容-來-自；中_國_碳排0放_交-易=網 t an pa ifa ng . c om

Twenty-six nations, including China, Russia, India and the USA, signed a declaration against the EU ETS in September. "There was wide concern expressed by all countries present, without exception, that the unilaterally imposed EU ETS measures were inconsistent with the international legal regimes," says a statement on the Indian government's website.
  九月26個國家，包括中國，俄羅斯，印度和美國，簽署了一項反對歐盟碳排放交易系統的聲明。“所有出席國家均表達了嚴重關切，沒有特例，歐盟碳排放交易系統單方面征稅的措施是與國際法律制度相違背的，”印度政府網站的聲明表示。
The EU plans to review the legislation in 2014. Meanwhile, says Good, it would be easier for non-EU countries to put in place equivalent measures for reducing their emissions, exempting them from paying the ETS charge on inbound flights to EU member states. He says the Commission has already had "serious conversations" with several countries about what could constitute an equivalent measure.
   歐盟計劃在2014年對該法案進行審查。同時Good表示，對非歐盟國家采取同等地位政策，免收從本國飛往歐盟成員國航班的ETS費用將使得這些國家更容易參與減排。他表示該委員會已經同幾個國家就建立同等待遇政策進行了“重要談話”。
Some speculate that only a similar cap-and-trade scheme or market-based system would qualify, rather than large-scale production and use of biofuels, for example. Yet there is concern that this would lead to a patchwork of regional carbon trading schemes. "The problem is that they end up charging airlines more than once for the same CO2 emissions," says Mark Watson, head of environmental affairs at Cathay Pacific. As a member of IATA's environment committee and the Aviation Global Deal group, Watson has been involved in UN climate change processes in ICAO. "As the regulatory framework becomes ever more fragmented and complicated, airlines will be faced with further cost and complexity," he says. "Market distortion is highly likely, as some carriers take steps to pass on the cost to passengers." Watson cites the situation faced by Qantas, which is covered by three carbon pricing schemes, set by the EU, Australia and New Zealand. 內.容.來.自：中`國*碳-排*放*交*易^網 t a npai fa ng.com
一些人推測只有限額交易的計劃或是基于市場的系統能夠行得通，像大量生產和使用生物燃料的做法是不行的。然而人們擔心這樣會導致該系統成為一個區域碳排放計劃的拼湊品。“問題在于他們最終會對航空公司一次二氧化碳排放收取多次費用，”國泰航空環境事務總干事Mark Watson說道。作為IATA環境委員會和全球航空協定集團成員Watson已經牽扯到了國際民航組織和聯合國氣候變化進程。“隨著管理機構變得越發復雜和瑣碎，航空公司將面臨未來的成本增加和復雜情況，”他表示，“若航空公司繼續將成本增加轉移到乘客身上，市場扭曲極有可能出現，”Watson引用澳航所面臨的情況時說，澳航要遵守歐盟，澳大利亞和新西蘭三個碳排放定價體系。
Early this month, Qantas said it would raise fares by A$3.50 ($3.77) per passenger each way on flights to London and Frankfurt, to cover the cost of the EU ETS. "Monitoring is becoming increasingly complex," says Andrew Sellick, Qantas's manager of environment and carbon. "We now have three different schemes; we have three different ways we have to monitor our recording and compliance obligations." 夲呅內傛萊源?。骇鎲┨?排*放^鮫*易-網 τā ńｐāīｆāńɡ.ｃōｍ
 本月初，澳航表示每位飛抵倫敦和法蘭克福的乘客票價將提高3.5澳元（3.77美元）用來支付歐盟碳排放交易體系。“監測變得越來越復雜，”澳航碳和環境經理Andrew Sellick表示。“我們現在有三個不同的系統；三個不同的監測方法來記錄和遵守規定。”
However, Sellick can see some benefits to the EU's scheme. He points out that the transitional assistance provided - airlines will receive 85% of their emissions allowances free in 2012 - makes it easier to comply with than Australia's scheme, which covers 100% of domestic emissions. He also says both schemes will accelerate commercialisation of biofuels.
 然而，Sellick理出了歐盟系統的好處。他指出提供過渡性援助——航空公司將獲得其2012年排放配額費的85%——使得遵守歐盟的系統比遵守澳大利亞的系統更加容易些，澳大利亞碳排放交易系統涵蓋了100%的本土排放。他同時表示兩個系統將促使生物燃料的商業化。

夲呅內傛萊源?。骇鎲┨?排*放^鮫*易-網 τā ńｐāīｆāńɡ.ｃōｍ

As airlines struggle to come to terms with the system, non-EU governments seek ways to oppose or obstruct it. Some experts consider a successful legal challenge unlikely following the Court of Justice of the European Union's (CJEU) ruling in December 2011 that the scheme did not break international law.
 正當航空公司掙扎于達成協議的系統時，非歐盟政府正企圖反對或阻撓該系統。按照2011年12月歐盟法院未觸犯國際法的裁決，有專家認為法律上挑戰該系統是不可能的。
"Effectively, the European court has blocked out any challenges to the ETS," says Andrew Waite, a partner at Berwin Leighton Paisner. At an international level, ICAO and the World Trade Organisation have complaints procedures, but Waite dismisses the former as "not particularly successful in the past", and the latter as "unlikely to deal with this issue in the long term".

本+文`內.容.來.自：中`國`碳`排*放*交*易^網 t a np ai fan g.com

 “事實上，歐盟法院已經扼殺了任何挑戰ETS的企圖，”英國博問律師事務所合伙人Andrew Waite表示。在國際上，國際民航組織和世貿組織設有訴控程序，但Waite對前者嗤之以鼻稱“過去無典型成功案例，”并對后者評價為“沒有那么多時間處理這種事”。
Airlines for America (A4A), a body ­challenging the ETS in the CJEU, says it is exploring whether it could take further action in the UK. "We will continue to take all steps that are available to us," vows Nancy Young, A4A's vice-president of environmental affairs. Like many ETS opponents, Young argues for a global framework produced through ICAO. In January, ICAO secretary general Raymond Benjamin said he would produce a proposal on how to regulate aviation emissions on a global scale by year-end.
在歐盟法院挑戰ETS的美國航空公司表示，該公司正在研究是否要在英國采取進一步措施。“我們將一如既往地采取任何我們能采取的措施，”美國航空環境事務副總裁Nancy Young公開表示。想許多ETS反對者一樣，Young聲援ICAO推出全球性的框架。一月，ICAO秘書長Raymond Benjamin表示他將在年底提出一項關于怎樣管理全球航空碳排放的議案。 夲呅內傛萊源?。骇鎲┨?排*放^鮫*易-網 τā ńｐāīｆāńɡ.ｃōｍ
VOLATILE SITUATION
 動蕩局勢
But Watson is concerned that ICAO will come up with a trading scheme based on the principles and mechanisms of the ETS: "An EU ETS writ large across the globe is far from desirable. Given the stunningly high price of fuel and the continued volatility of our operating environment, we can ill afford to end up with a scheme which means more distortion, ­complexity and high costs."
 但是Watson擔心的是ICAO將推出一項以ETS機制和原則為基礎的交易體系：“只是把歐盟ETS適用范圍擴大到全球是遠遠不夠的。油價飛上天運營環境持續動蕩，我們可受不了最后出來個使得市場成本變高，情況更復雜和更加扭曲的方案來。”
ICAO is assessing which market-based measures could underpin a global scheme, and has been working to quantify the ­potential emissions reductions and market ­distortions under each scenario, says Watson.
Watson表示， ICAO正在評估怎樣的基于市場設計的政策能夠支撐起一個全球性的方案，同時在研究潛在減排指標和每種情況下的市場扭曲。 本*文`內/容/來/自:中-國-碳^排-放“交|易^網-tan pai fang . c o m
The measures under discussion include a global departure levy, setting fees for all departing passengers and for cargo, a global carbon levy charged on fuel consumption, a global offsetting scheme, a global carbon levy and offsetting scheme combined and, finally, a global emissions trading system.
 正在探討的政策包括一項全球范圍的始飛征稅，為所有登機乘客和貨物設定費用，一項基于燃油消耗量收費的全球碳排放稅，一項全球補償方案，一項全球碳排放稅和補償混合方案和，最后，一個全球碳排放交易系統。
On whether ICAO can come up with a ­solution acceptable to a majority of countries, scepticism reigned at Aviation Carbon, but Watson says it can and must be achieved: "We need a global scheme based on a number of already-agreed core principles, including cost effectiveness, equity, transparency, non-distortion and environmental effectiveness - [one] that can accommodate the differing needs of states around the world."

內-容-來-自；中_國_碳_0排放￥交-易=網 t an pa i fa ng . c om

 關于ICAO能否提出一個讓大多數國家接受的解決方案來，參加航空碳論壇的人們普遍懷疑，但是Watson表示他們能而且必須得出可行方案：“我們需要一個基于一些已經獲得共識的核心原則的全球性方案，包含成本效益，公正，透明，不扭曲的和環境效益的方案——一個能夠照顧到全世界國家的不同需求的方案。” 本`文內.容.來.自：中`國`碳`排*放*交*易^網 t a npai fan g.com