論中國的綠色航運政策與國際海事組織規範衝突──以船舶溫室氣體減排為中心

On the Regulation Conflict Between IMO's Greenhouse Gas Emission and China's Green Shipping Policy

本文基於船舶航運的特性（權宜船籍、航運機動性、歸因排放國家的困難）、避免國際法的碎裂化、維持國際海事組織減單一減排管制架構、與維繫發展中國家具足夠科學能力參與制定減排管制措施等要素，試圖調和中國與其他已開發國家間，在國際海事組織中有關溫室氣體減排管制的衝突。在此脈絡下，本文主張將涉及減排的3個主要面向（減排義務、執行時程、技術援助），拆解為必須共同適用的減排義務，與有區別的執行時程和技術援助。其次，在參考「巴黎協定」的談判經驗時，以中國和印度為首的發展中國家，不應只強調共同但有區別的責任原則，是促成談判成功的唯一彈性原則。最後，基於盡快確立碳排峰值是減排管制措施的下一步重要環節，基於彈性的制度設計原則，建議IMO會員國在預計二○一八年通過的「減排策略」中，訂定船舶排放峰值的日出條款約定。

This article intends to harmonize the conflict between China, along with several developing countries, and developed countries regarding the regulation over greenhouse gas (“GHG”) emission in terms of the characteristics of international shipping, avoidance of the fragmentation of international law, maintenance of GHG regulatory framework and ensuring developing countries have enough capability to participate into regulation-making process. Against this background, the author divides the reduction of GHG into three dimensions: GHG reduction obligation, implementation timeline and technology assistance. Based on this division, the author argues that GHG reduction obligation shall be applied as common responsibility whereas implementation and technical assistance could be applied as differentiated responsibility. Moreover, in terms of the successful negotiation experiences of the Paris Agreement, it seems that China and India should not argue that common but differentiated responsibility as the only flexible mechanism which contributed to the conclusion of the Paris Agreement. Lastly, based on the importance peak emission as a crucial step for GHG reduction, the author also suggests that IMO Member States could adopt a sunrise clause in its 2018 Comprehensive GHG Reduction Strategy providing a peak emission timeline.