1、 济南大学毕业论文外文资料翻译 外文原文： 22.7 Challenges of extending international co-operation to aviation and shipping Extending the coverage of carbon pricing and other measures to international aviation will become increasingly important. Globally, international aviation emissions defined as emissions from any ai
2、rcraft leaving one country and landing in another are about twice as great as domestic aviation emissions. As set out in Chapter 15, the impact of aviation on climate change is also higher than the impact of its CO2 emissions alone. Aviation has negative local impacts on noise, local air quality, bi
3、odiversity, and local climate impacts, for which local policy interventions (such as regulation on noise levels) can be used. However, there is currently no incentive to reduce international aviation emissions, as only emissions from domestic flights are currently allocated to any country within nat
4、ional emissions inventories. Furthermore, many large international markets are outside the current Kyoto obligations framework. However, the industry is growing fast, and people with lower incomes, especially in developed countries, are now able to travel globally due to low-cost flights. Many natio
5、nal policy measures such as landing charges tend to be blunt instruments for cutting carbon emissions. However, differentiating them, for example, by length of flight or distance travelled, could improve their effects on reducing emissions. International coordination on reducing emissions from aviat
6、ion is important, for example, to avoid leakage of mitigation policies from travellers switching to different carriers, or air carriers changing their routes, or practices such as tankering (i.e. carrying excess fuel on planes to avoid refueling at airports where fuel taxes are levied). The UNFCCC h
7、as requested the International Civil Aviation Organisation (ICAO) to take action on aviation emissions, recognising that a global approach is essential. ICAO has established a Committee on Aviation Environmental Protection (CAEP), part of whose work plan relates to climate change emissions. Current
8、tasks include developing guidance for states wishing to take forward emissions trading schemes, and developing a better understanding of the potential trade-offs between improvements in CO2 emissions and the effect on other environmental impacts. However, these measures do not, of themselves, regula
9、te emissions. -1- 济南大学毕业论文外文资料翻译 The issue of aviation causing higher climate change impacts than simply that from its CO2 emissions could be tackled by setting high carbon taxes on aviation. However, we noted the particular difficulty of co-ordinating international taxes in Chapter 15. The ICAO has
10、 recently endorsed the concept of an ETS for aviation, while the EU is currently developing a draft Directive to include aviation in the EU ETS. The EU Environment Council has suggested some preliminary guiding principles to be taken into account for its inclusion, so that it is a workable model tha
11、t can be replicated worldwide. For example, coverage must be clear (options include domestic, intra-EU, all flights leaving or landing in the EU), trading entities should be air carriers and aircraft operators, and the allocation methodology should be harmonised at EU level. As suggested in Chapter
12、15, auctioning allowances would also raise revenue and increase the speed of adjustment to carbon markets. To account for the complete impacts of aviation within an ETS, some form of discounting could be used, analogous to the global warming potential factors that are used to convert GHG emissions t
13、o CO2 equivalent emissions. Alternatively, combining emissions trading with a tax could provide extra revenue. This could provide strong incentives to innovate to reduce emissions within the sector, including in airframe efficiency, engine manufacture, airport operations, and air traffic management.
14、 The international co-ordination of standards, including through voluntary approaches, is also an important measure. Existing international co-operation under the Advisory Council for Aeronautics Research in Europe (ACARE) requires new aircraft produced in 2020 to be 50% more fuel efficient per seat
15、 kilometre relative to their equivalents in 2000. As the target refers to new aircraft produced in 2020, it will take time for the fuel efficiency of the whole fleet to improve because of the long lifetime of aircraft. The ACARE target does provide some degree of challenge in order to meet it, some
16、technological breakthroughs will have to be achieved. The targets are broadly on track to being met. ACARE is an EU body, but the target is likely to have a significant impact on fuel efficiency internationally because aircraft manufacturers will want to keep up with fuel efficiency standards. In the US, the National Aeronautics and Space Administration (NASA) have set similar goals. Complementary measures to trading and standard setting include co-operation on technology, sharing best practice in ground operations, and realising the potential to
