Environmental Engineering Reference
In-Depth Information
The vessel-based GHG reduction negotia-
tions, developing countries, led by China, India,
and Brazil, argue that the CBDR must be fully
respected and applied with regard to the reduc-
tion of GHG emissions (IMO, 2009c). Similar to
land-based GHG emissions, these nations argue
that the largest share of GHG emissions from
international shipping has originated from the
cumulative emissions from historical development
in developed countries; therefore, it is the respon-
sibility of the developed countries to take the lead
in addressing ship-based GHG (IMO, 2009c). The
CBDR is a widely accepted principle and should
be viewed as the binding international law (IMO,
2009d). They also argue that the Equal Treatment
principle, which is insisted by developed coun-
tries, should represent an obligation for Annex I
countries and a recommendation for non-Annex I
countries. This distinction is necessary to ensure
compatibility between IMO negotiations and the
international climate change regime. The CBDR
thus can guarantee that all countries will contribute
to the common effort in an equitable manner (IMO
2008a; IMO 2009d). What is more, the right of
development is emphasized. Fuel consumption
from ships should be deemed as “survival emis-
sions” (China National Development and Reform
Commission, 2007).
means to resist the emission reduction effort in a
binding form so that ships from China can mitigate
the emissions in a gradual and cost-saving way.
Therefore, in line with their attitude in the
United Nation Framework Convention on Climate
Change (UNFCCC), China wants the developed
world to take the lead in reducing their emissions
of greenhouse gases, while ensuring development
rights and spaces for developing countries. China
requests that developed countries should help
developing countries to reduce CO 2 emissions,
providing funding and technological support
(China National Development and Reform Com-
mission, 2007). China argues that the principle of
the CBDR has to be fully respected and applied in
the IMO negotiations because it is a development
issue in nature, indifferent from GHG reductions
in other sectors. For the developing countries, the
CO 2 emissions from ships should be considered
from the principle that the first and overwhelm-
ing priority for developing country to achieve its
economic and social development and to eliminate
poverty (China National Development and Reform
Commission, 2007).
In the China's proposal to the MEPC, China
acknowledges that it is very difficult to draw a
clear line between the ships of Annex I countries
and those of non-Annex I countries on the basis
of the flags. With Brazil, India, Saudi Arabia, and
South African, China proposes to regulate ships
based on their true nationalities, in other words,
the nationality of the person or company who
owns the ships. Contrary from ship registrations,
developed countries own more than 65% of the
world DWT. China believes such methodology
could be applied to distinguish the ships of Annex
I countries from those of non-Annex I countries
for mitigating the ship-based CO 2 emissions.
An Example: China's Stance
China is one of leaders in insisting applying the
CBDR in the IMO negotiation. China heavily
depends on the exportation to propel the economy,
which until 2008 witnessed double digit growth.
Among major trade nations, China is one of the
highest export-dependent and its major exports
include low-value manufactured goods with high
elasticity (Yao, 2006). Making ships pay for their
CO 2 emissions may increase the transportation
costs and export price, potentially undermining
the competitiveness to other countries, especially
to developing countries near major importers,
The Equal Treatment for All Ships
Unlike the developing countries, developed coun-
tries require binding agreement for all countries
Search WWH ::




Custom Search