Cancun carbon tax suspense: civil aviation industry carbon emissions mixed
The above is the only COP16 statement that mentioned the reduction of civil aviation industry. After the UNFCCC (United Nations Framework Convention on Climate Change) had tried to include the civil aviation industry and the shipping industry in the industry carbon reduction program, they all failed. Paul Steele, flight environment director of the association and executive director of the Air Transport Action Group (ATAG), said in an exclusive interview with this newspaper in Geneva on December 14th that this means that Cancun has not brought more for the civil aviation industry’s emission reduction targets. More actual impact. "This is a mixed result for the civil aviation industry. On the one hand, compared with the EU-ETS, the continued leadership of the ICAO in the civil aviation industry to reduce carbon emissions has been increasingly recognized. There is no consensus on the reference to the provision of carbon taxes from the civil aviation industry to support developing countries; on the other hand, the old doubts have not been resolved, as long as the principle of “common but differentiated responsibilities†has expired after the expiration of the Kyoto Protocol. The continuation is still pending, and the Chinese government will not easily nod to civil aviation industry's emission reduction programs. This has exceeded the scope that the civil aviation industry can handle.†On the same day, an international business executive of a Chinese aviation company that declined to be named told Our reporter. Carbon tax suspense Although Cancún still left a lot of blank space, Steele noticed that in contrast to June, the current attitude towards carbon emissions from the civil aviation industry has changed subtly. "Before, many voices came from various governments to discuss the collection of carbon taxes on the transportation industry, including civil aviation, to provide financial support for developing countries to cope with carbon emissions. Now this voice has quietened." One background is that the transportation industry (air, shipping, highway, and railway transportation) accounts for 13% of the world's carbon emissions, of which civil aviation emissions account for 2%, and in the next 40 years it is possible to double or even increase current emissions by 10 times. . In response to the funding of up to 100 billion U.S. dollars of carbon emissions per year by 2020, the report released by the high-level climate change financing team organized by the UN Secretariat in November stated that “Each year, carbon prices can be used to collect 10 billion yuan from the transport industry. "Dollar funds" do not jeopardize the economic development of developing countries. According to this idea, the civil aviation industry and shipping industry will be allocated 2 billion and 4 billion U.S. dollars in taxes each year. “Some developing countries now have a greater degree of vigilance on this proposal. The economy of these countries depends on exports to support, and exports must rely on transport, whether air or sea.†Steele said that Argentina is the country that holds such a position. The country exports large quantities of goods to the United States and China and is not interested in the idea of ​​collecting taxes from the transport industry. "It is worth mentioning that the United States, as a big developed country, also opposes the taxation of transport revenues to finance climate change." The above-mentioned airline executives reiterated that they do not agree with the use of the fuel surcharge model to shift carbon costs to passengers. This means that once similar taxes are introduced, the airlines will increase an intractable cost. Chinese attitude Relatively 6 months ago, the Chinese government reported a greater understanding of the attitude of the civil aviation industry to reduce emissions. China Eastern Airlines proposed at the IATA board meeting on June 6 this year that it proposed to postpone the goal of achieving the carbon-neutral growth of the industry in 2020 by IATA last year until 2030. “In the past few months, we have conducted intensive communication with the Civil Aviation Administration of China. They can now better understand why the civil aviation industry will not become a part of the developed countries that breaks through the principle of “common but differentiated responsibilities,†because it is a special industry.†Steele Say. He pointed out that "the key issue is whether the Kyoto Protocol can be renewed. No one knows now." The above-mentioned industry's emission reduction programs did not split the task volume borne by specific countries. It also became another question. Steele admits that some officials and airlines in some countries may interpret this as a Western conspiracy theory. IATA chief economist Brian Pearce pointed out to reporters on December 14 that the period of rapid growth in Europe and the United States has ended, and the next growth will come from the Asia-Pacific, Latin America and the Middle East. Therefore, according to the 2005 base, Asia Pacific airlines will be at a natural disadvantage in reducing emissions. “We are careful not to split the above emission reduction targets into each country or airline for a reason,†Steele said. “Because we have found that airlines in countries like China are more capable to update their fleets, Emission reduction, but this fact, in turn, has a cognitive contradiction with the principle of “common but differentiated responsibilities.†He said that at the industry level, four aircraft manufacturers and five major engine manufacturers are With the improvement of efficiency at the level, industry emissions can be significantly reduced. Therefore, “carbon emission reduction in the civil aviation industry does not depend on the amount of national tasks but depends on technological progress.â€
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