發(fā)布時(shí)間：2018-04-29 16:33

  本文選題：國(guó)際航空排放 + 全球治理��； 參考：《吉林大學(xué)》2014年博士論文

【摘要】：隨著全球氣候變化的加速突變和國(guó)際航空運(yùn)輸?shù)目焖侔l(fā)展，國(guó)際社會(huì)越來(lái)越關(guān)注國(guó)際航空排放問(wèn)題。歐盟航空排放指令更是將國(guó)際航空排放問(wèn)題卷入了風(fēng)口浪尖，全球航空氣候談判變得波譎云詭。國(guó)際航空排放的全球性、負(fù)外部性特征印證了國(guó)際航空排放全球問(wèn)題的屬性。 國(guó)際航空排放不只是一個(gè)國(guó)際問(wèn)題，更是一個(gè)多維問(wèn)題。全球治理理論為解決這一全球問(wèn)題撥開(kāi)了迷霧。應(yīng)對(duì)國(guó)際航空排放問(wèn)題需要建立一種有效的全球治理機(jī)制。這種治理機(jī)制的基礎(chǔ)不是自上而下的政府權(quán)威，而是多元主體的廣泛參與，以及在國(guó)際社會(huì)確立協(xié)調(diào)與合作機(jī)制并充分地實(shí)施。其實(shí)質(zhì)是使相互沖突的或不同的利益得以調(diào)和，并采取持續(xù)的聯(lián)合行動(dòng)。這既包括正式制度和規(guī)則，也包括各種被認(rèn)為符合共同利益的非正式制度安排。這種治理機(jī)制強(qiáng)調(diào)治理主體的多元化。主權(quán)國(guó)家、政府間國(guó)際組織、非政府國(guó)際組織、市民社會(huì)、跨國(guó)公司將共同構(gòu)成國(guó)際航空排放治理的主體和力量，從而形成國(guó)際航空排放治理的多維進(jìn)路。 國(guó)際航空排放全球治理的國(guó)際進(jìn)路尤其強(qiáng)調(diào)充分發(fā)揮國(guó)際民航組織的領(lǐng)導(dǎo)作用。事實(shí)證明，國(guó)際民航組織通過(guò)大會(huì)制定了關(guān)涉國(guó)際航空排放的系列決議，專門(mén)成立了航空環(huán)境保護(hù)委員會(huì)，提出了環(huán)境保護(hù)的戰(zhàn)略目標(biāo)，毋庸置疑推動(dòng)了國(guó)際航空排放的穩(wěn)步推進(jìn)。國(guó)際民航組織因其諸多的內(nèi)在限制又使國(guó)際航空排放問(wèn)題變得步履維艱，這些內(nèi)在限制包括國(guó)際民航組織立法缺乏強(qiáng)制力、立法缺失“共同但有區(qū)別的責(zé)任”原則、立法程序存在缺陷、目的和目標(biāo)有待修訂等等。國(guó)際民航組織未來(lái)在主導(dǎo)國(guó)際航空談判、引領(lǐng)技術(shù)升級(jí)、促進(jìn)國(guó)際合作方面會(huì)發(fā)揮不可替代的作用，從而彰顯這一全球治理國(guó)際進(jìn)路的價(jià)值。 歐盟將航空業(yè)納入碳排放交易體系引發(fā)了全球關(guān)注。國(guó)際航空排放全球治理的區(qū)域進(jìn)路認(rèn)可歐盟可以成為國(guó)際航空排放的合法治理主體。但是，歐盟單方面處理國(guó)際航空排放問(wèn)題缺乏法律根基。歐盟航空排放指令不僅違反了《芝加哥公約》關(guān)于國(guó)家領(lǐng)空主權(quán)的習(xí)慣國(guó)際法，而且與《芝加哥公約》關(guān)于禁止征收航空排放稅的規(guī)定相悖。在與國(guó)際環(huán)境法規(guī)范的兼容性考量層面，歐盟航空排放指令對(duì)歐盟成員國(guó)和非歐盟成員國(guó)的航空器運(yùn)營(yíng)人實(shí)行同樣的免費(fèi)配額計(jì)算公式，并沒(méi)有給發(fā)展中國(guó)家航空公司的發(fā)展需要必要的關(guān)注，明顯有悖于“共同但有區(qū)別的責(zé)任”原則。通過(guò)考察《京都議定書(shū)》的相關(guān)文本，歐盟這種單邊的行動(dòng)，恰恰與議定書(shū)要求各國(guó)合作解決氣候問(wèn)題的多邊行動(dòng)相左。然而，在美國(guó)航空運(yùn)輸協(xié)會(huì)等訴英國(guó)能源及氣候變化國(guó)務(wù)大臣案中，歐洲法院的裁決又在一定程度上凸顯了在歐洲訴訟的尷尬局面。作為一個(gè)由成員驅(qū)動(dòng)的國(guó)際組織，WTO為解決國(guó)際航空排放提供了一個(gè)新的路徑。國(guó)際航空運(yùn)輸既是一種服務(wù)貿(mào)易行為，同時(shí)又是貨物貿(mào)易行為。從《服務(wù)貿(mào)易總協(xié)定》之《關(guān)于空運(yùn)服務(wù)的附件》分析，歐盟航空排放指令并不是一項(xiàng)影響業(yè)務(wù)權(quán)或與業(yè)務(wù)權(quán)的行使直接有關(guān)的服務(wù)措施，并不能從《服務(wù)貿(mào)易總協(xié)定》所涵蓋的事項(xiàng)得以排除。歐盟航空排放指令與GATT最惠國(guó)待遇和國(guó)民待遇存在沖突，該指令對(duì)來(lái)自未規(guī)制航空二氧化碳排放國(guó)家的產(chǎn)品與來(lái)自規(guī)制航空二氧化碳排放國(guó)家的產(chǎn)品區(qū)別對(duì)待，違反了最惠國(guó)待遇；而該指令導(dǎo)致增加貨物運(yùn)費(fèi)，給進(jìn)口產(chǎn)品造成了額外的成本負(fù)擔(dān)，違反了國(guó)民待遇。 美國(guó)《清潔空氣法》第二篇B部專門(mén)規(guī)制航空排放，而NextGen行動(dòng)進(jìn)一步推動(dòng)了航空排放的縮減。相較于美國(guó)，我國(guó)缺乏規(guī)制航空排放的專門(mén)立法，更多停留在政策層面，在航空減排監(jiān)管等方面仍有待于進(jìn)一步完善。同時(shí)，中美在國(guó)際航空談判中不同的立場(chǎng)折射出發(fā)展中國(guó)家和發(fā)達(dá)國(guó)家關(guān)于航空排放的利益博弈。在國(guó)際航空排放全球治理的國(guó)家層面，應(yīng)進(jìn)一步健全并完善各國(guó)國(guó)內(nèi)航空減排立法，強(qiáng)化并充實(shí)國(guó)內(nèi)航空減排行動(dòng)。 作為一個(gè)航空企業(yè)的行業(yè)聯(lián)盟，國(guó)際航空運(yùn)輸協(xié)會(huì)提出了解決航空環(huán)境問(wèn)題的四大支柱戰(zhàn)略，，即改進(jìn)技術(shù)、更加有效的飛行、改進(jìn)基礎(chǔ)設(shè)施及以市場(chǎng)為基礎(chǔ)的措施。在南非召開(kāi)的第69屆年會(huì)上，國(guó)際航空運(yùn)輸協(xié)會(huì)表決通過(guò)了CNG2020決議。但遺憾的是，該決議不僅明顯違背發(fā)展中國(guó)家應(yīng)對(duì)氣候變化談判的立場(chǎng)，同時(shí)也明顯違背《芝加哥公約》確定的“非歧視”和“各國(guó)公平獲得發(fā)展機(jī)會(huì)”的原則。國(guó)際航空運(yùn)輸協(xié)會(huì)作為全球治理的多元主體之一，應(yīng)積極參與國(guó)際航空排放談判，更好地發(fā)揮其協(xié)調(diào)作用。
[Abstract]:With the rapid development of global climate change and the rapid development of international air transport, the international community is paying more and more attention to the international aviation emission problem. The EU aviation emission directive has been involved in the international aviation emission problem, and the global air climate negotiations have become deceitful. The global and negative externality of international aviation emissions The attributes of international aviation emissions are confirmed.
International air emissions are not only an international problem, but also a multidimensional problem. The global governance theory has opened the fog to solve the global problem. It is necessary to establish an effective global governance mechanism to deal with international aviation emissions. The basis of this governance mechanism is not the top-down government authority, but the extensive participation of multiple subjects. And, as well as the establishment and implementation of coordination and cooperation mechanisms in the international community, the essence of which is to reconcile conflicting or different interests and to take sustained joint action. This includes both formal institutions and rules, as well as a variety of non positive institutional arrangements, which are considered to be in the common interest. This governance mechanism emphasizes the governance owners. Sovereign states, intergovernmental international organizations, non-governmental international organizations, civil society, and multinational corporations will jointly form the main body and strength of international air emission governance, thus forming a multidimensional approach to international air emission governance.
The international approach to international aviation emissions is particularly stressed by the International Civil Aviation Organization (ICAO). In fact, the International Civil Aviation Organization has established a series of resolutions concerning international aviation emissions through the general assembly. It has set up a special aviation Environmental Protection Committee, put forward the strategic objective of environmental protection, and undoubtedly promoted the country. International aviation emissions are steadily advancing. The internal restrictions of ICAO have made the problem of international aviation emissions difficult. These inherent limitations include the lack of coercion in the legislation of the international civil aviation organization, the principle of "common but differentiated responsibilities", the shortcomings of the legislative procedure, and the need to be revised, and so on. The International Civil Aviation Organization (ICAO) will play an irreplaceable role in leading international aviation negotiations, leading technology upgrading and promoting international cooperation, thus demonstrating the value of the international approach to global governance.
The EU's integration of the aviation industry into the carbon emissions trading system has caused global attention. The regional approach to international aviation emissions global governance recognised that the EU can become the legitimate governance body of international aviation emissions. However, the EU has a lack of legal foundation to deal with international aviation emissions unilaterally. The EU aviation emissions directive is not only a violation of the "Chicago public". The customary international law on sovereignty of national airspace, and contrary to the provisions of the Chicago Convention on the prohibition of the expropriation of air discharge taxes. The EU aviation emission directive has the same free quota formula for aircraft operators in EU and non EU member states in compatibility with the norms of international environmental law, There is no necessary attention to the development of the developing country airlines, which is obviously contrary to the principle of "common but differentiated responsibilities". By examining the relevant texts of the Kyoto Protocol, the unilateral action of the EU is exactly the same as the multilateral action that the protocol requires countries to cooperate to solve climate questions. As a member driven international organization, WTO provides a new way to solve international aviation emissions. International air transport is a service trade act, as a member driven international organization. It is also an act of trade in goods. From the analysis of the general agreement on trade in services, the annex to the air service, the EU aviation emission directive is not a direct related service that affects the business rights or the exercise of the business rights, and can not be excluded from the matters covered by the general agreement on trade in services. EU aviation emissions directive and GATT most favoured There is a conflict between national treatment and national treatment, which is a violation of MFN treatment for products from unregulated carbon dioxide emitting countries and products from countries that regulate air carbon dioxide emissions. The directive causes an increase in freight charges and an additional cost burden to the imported products, which violates the nationals. Encounter.
The United States, the clean air law, second B departments specializes in the regulation of air emissions, and the NextGen action further promotes the reduction of air emissions. Compared with the United States, our country lacks special legislation to regulate air emissions, which is more at the policy level and remains to be further improved in the air emission reduction supervision. Different positions reflect the interests game of developing countries and developed countries on air emissions. At the national level of international aviation emissions global governance, we should further improve and improve domestic air emission reduction legislation, strengthen and enrich the action of domestic aviation emission reduction.
As an industry alliance of an airline, the international air transport association has proposed four pillars of the aviation environment problem, namely, improving technology, more effective flight, improving infrastructure and market based measures. At the sixty-ninth annual meeting held in South Africa, the International Air Transport Association voted through the CNG2020 resolution. Unfortunately, the resolution is not only clearly contrary to the stance of developing countries on climate change negotiations, but also clearly violates the principle of "non discrimination" and "fair access to development" in the Chicago convention. The International Air Transport Association, as one of the pluralistic subjects of global governance, should actively participate in International aviation emissions. Negotiation, better play its coordination role.

【學(xué)位授予單位】：吉林大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：D993.4;D996.9

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