随着两个全球机构 - 国际民航组织航空和IMO用于运输 - 由于12年前被要求通过京都气候峰会被要求采取任何对气候变化的行动，压力来自一些国家和非政府组织Copenhagen to set reduction targets for both sectors and finally start cutting aviation’s and shipping’s contribution to global warming.

预计欧盟预计将在曼谷宣布其目标提案，以便在哥本哈根之前进行充分的讨论，但曼谷会议结束欧盟各国政府仍然无法达成一致的人数。

T&E policy officer Bill Hemmings, who was in Bangkok, said, ‘Rather than the hoped-for momentum to push for early global action, the meeting got bogged down on issues relating to the need to recognise shared responsibility for emissions across the globe, while at the same time reflecting the different obligations – particularly resting on developed countries – to bear most of the burden of addressing climate change.

“随着会议结束，有迹象表明，减少航空和航运排放的措施的收入 - 这可能是大量的 - 可能足以激励政府采取行动。The problem is that financing measures to tackle climate change is a critical issue for developing countries, yet EU finance ministries, who ultimately have to decide any EU position on the use of revenues, don’t seem convinced or cannot shake off their traditional reluctance to accept that money coming in could be earmarked for a specific purpose.’

Last month the International Air Transport Association (Iata) proposed that the aviation industry would cut its carbon emissions by 50% between 2005 and 2050. T&E responded by showing how the proposal was effectively ‘meaningless’, as it was only aspirational and lacked any commitment on measures to achieve these cuts.

国际民航组织和IATA似乎正在推动致力于在2020年全球商业航空公司队伍中实现燃油效率，然后依靠生物燃料和技术进步，以实现进一步的减少。

随着行业已经实现的1.5％的燃油效率改善，增加了1.5％的燃料效率的增加，并且由于这是舰队平均测量而无法实施。

“关于长期排放减排，国际民航组织和IATA都仍未对全球市场措施问题进行了毫无疑问 - 特别是排放交易。在任何情况下，他们的立场似乎都是基于航空排放可以继续无限期增长的前提，并且在某些时候，航空可能会同意通过支付发展中国家的减排来支付其外部费用。“