哥本哈根协议全文(中英对照)
何建坤解读《哥本哈根协议》
何建坤解读《哥本哈根协议》佚名【摘要】@@ 何建坤,男,1945年生,河北安平人,清华大学校务委员会副主任、低碳能源实验室主任、管理科学与工程专业教授、博士生导师;中国气候变化专家委员会副主任,中国能源研究会副理事长兼能源系统工程专业委员会主任.1994-2007年曾任清华大学副校长、常务副校长.【期刊名称】《中国海事》【年(卷),期】2010(000)002【总页数】2页(P27-28)【正文语种】中文《联合国气候变化框架公约》第十五次缔约方会议暨《京都议定书》第五次缔约方会议于2009年12月7日至19日在丹麦首都哥本哈根举行。
来自全球194个缔约国、观察员国，937个联合国相关机构、专门机构、政府间国际组织、非政府组织及1069个媒体单位共约3.4万名注册代表参加了会议，成为历史上最大规模的气候变化会议。
本次会议的主要目的是讨论在2012年《京都议定书》第一承诺期后的减排行动安排，将同时展开《联合国气候变化公约》缔约方会议、《京都议定书》缔约方会议、附属履行机构会议、附属科技咨询机构会议、《京都议定书》特设工作组会议和《联合国气候变化公约》长期合作行动特设工作组会议共六大平行谈判会议。
会议形成了《哥本哈根协议》。
我们特别邀请了国家气候变化专家委员会副主任委员、清华大学低碳能源实验室主任何建坤教授对《哥本哈根协议》进行解读。
哥本哈根气候变化会议经过艰苦的谈判，最后发表了《哥本哈根协议》（以下简称《协议》），并延长了“巴厘路线图”的授权。
《协议》作为“巴厘路线图”谈判进程中的一个重要成果，其共识将成为下一步谈判的基础，这标志着全球合作应对气候变化取得了重大进展，对于最终达成具有法律约束力的协议将起重要的推动作用。
坚持原则发展中国家权益得以主张《协议》保持了《公约》及其《议定书》的框架以及“巴厘路线图”的授权。
哥本哈根谈判进展缓慢，主要原因在于有些发达国家在《公约》《议定书》和“巴厘路线图”的立场上后退，不愿承担《公约》《议定书》和“巴厘路线图”下应承担的义务，甚至要求抛弃《议定书》。
哥本哈根协议文件
三、 所有 国家均 面 临气候 变化 的负面影 响 ， 为此应 当支持并 实行 旨在 降低 发 展 中国家受 害程度 并加强 其应 对能 力 的行 动 ， 尤其 是 最不 发 达 国家 和位 于小 岛 屿 的发展 中 国家 以及非 洲 国家 ， 我们 认为 发达 国家应 当提供充 足 的 、 可预 测的和 持续 的资金 资源 、 术 以及经验 ， 技 以支持发 展 中国家实 行对抗气 候变 化的举 措 。 四、 附录 Ｉ 各缔 约方将 在 ２ １ Ｏ Ｏ年 １月 ３ １日之 前 向秘 书处 提 交经 济 层 面量 化的 ２２ ０ ０年排放 目标 ， 并承诺 单独或 者联 合执行 这些 目标 。这些 目标 的格式如 附录 Ｉ 示 。附录 １ 所 国家 中 ， 于《 都议 定 书 》 约 方 的都 将 进一 步 加 强 该议 属 京 缔 定 书提 出的碳减排 。碳 减排 和发达 国家 的资金 援助 的衡量 、 报告 和核实 工作 ， 都
哥 本 哈 根 议 文 件
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哥本 哈 根协 议文 件
各 国领导人 、 政府 首脑 、 官员 以及 其 他 出席 本 次 在 哥本 哈 根举 行 的 联合 国 ２ ０ ０９ 年 气候变 化会议 的代表 ：
为最 终达成 本协议 第二 款所述 的会议 目标 ， 在会议 原则 和愿景 的指引下 ， 考 虑 到两个 特别工 作组 的工作成 果 ， 们 同意特别 工作 组关 于长 期合 作行 动 的 ｘ 我 ／ Ｃ ． ５号决议 ， Ｐ１ 以及继 续按 照特别工 作 组 ｘ Ｃ ． ／ ＭＰ ５号 决议 要 求 ， 行 附 录 Ｉ 履 根 据《 京都 议定 书》 出的各方义 务 。 列 我 们 同意 此哥本 哈根协 议 ， 立 即开 始执行 ： 并
双语新闻
【双语新闻】《哥本哈根协议》不足以让地球摆脱危险数项分析显示，哥本哈根气候变化峰会上所达成的协议，将不足以避免气候变化达到危险的水平。
The agreement struck at the Copenhagen climate change summit will not be enou gh to stave off dangerous levels of climate change, according to numerous analyses.原因在于，由于该协议的局限性，各国可以遵循它们在会议召开前所承诺的减排区间的下限。
That is because, due to the accord's limited nature, countries can stick to the low er end of the ranges of commitments they made before the conference to reduce their greenhouse gas emissions.在国内利益团体的压力下，各国政府甚至可能在自己设定的最后期限（下个月月底）前下调承诺的目标。
Under pressure from domestic interests, governments might even seek to reduce t heir pledges by their self-imposed deadline of the end of next month.斯特恩爵士(Lord Stern)是前世界银行(World Bank)首席经济学家和著名的气候变化分析人士。
他牵头的一项研究显示，如果各国能执行减排承诺的上限，那么，全世界将接近达到科学家们估计的必要减排额度。
If commitments remain at the upper end of the scale, the world would be within a whisker of meeting scientific estimates of the amount of reductions needed, accordi ng to an analysis headed by Lord Stern, the former World Bank chief economist andprominent climate change analyst.但如果执行下限，那么，地球的前景可能会凶险得多。
哥本哈根协议-英文版
Declaration of the European Ministers of Vocational Education and Training,and the European Commission,convened in Copenhagen on 29 and 30 November 2002, on enhanced European cooperation in vocational education and training“The Copenhagen Declaration”Over the years co-operation at European level within education and training has come to play a decisive role in creating the future European society.Economic and social developments in Europe over the last decade have increasingly underlined the need for a European dimension to education and training. Furthermore, the transition towards a knowledge based economy capable of sustainable economic growth with more and better jobs and greater social cohesion brings new chal-lenges to the development of human resources.The enlargement of the European Union adds a new dimension and a number of challenges, opportunities and requirements to the work in the field of education and training. It is particularly important that acceding member states should be integrated as partners in future cooperation on education and training initiatives at European level from the very beginning.The successive development of the European education and training programmes has been a key factor for im-proving cooperation at European level.The Bologna declaration on higher education in June 1999 marked the introduction of a new enhanced Euro-pean cooperation in this area.The Lisbon European Council in March 2000 recognised the important role of education as an integral part of economic and social policies, as an instrument for strengthening Europe's competitive power worldwide, and as a guarantee for ensuring the cohesion of our societies and the full development of its citizens. The European Council set the strategic objective for the European Union to become the world’s most dynamic knowledge-based economy. The development of high quality vocational education and training is a crucial and integral part of this strategy, notably in terms of promoting social inclusion, cohesion, mobility, employability and competi-tiveness.The report on the 'Concrete Future Objectives of Education and Training Systems', endorsed by the Stockholm European Council in March 2001, identified new areas for joint actions at European level in order to achieve the goals set at the Lisbon European Council. These areas are based on the three strategic objectives of the report;i.e. improving the quality and effectiveness of education and training systems in the European Union, facilitating access for all to education and training systems, and opening up education and training systems to the wider world.In Barcelona, in March 2002 the European Council endorsed the Work Programme on the follow-up of the Objectives Report calling for European education and training to become a world quality reference by 2010. Furthermore, it called for further action to introduce instruments to ensure the transparency of diplomas and qualifications, including promoting action similar to the Bologna-process, but adapted to the field of vocational education and training.In response to the Barcelona mandate, the Council of the European Union (Education, Youth and Culture) adopted on 12 November 2002 a Resolution on enhanced cooperation in vocational education and training. This resolution invites the Member States, and the Commission, within the framework of their responsibilities, to involve the candidate countries and the EFTA-EEA countries, as well as the social partners, in promoting an increased cooperation in vocational education and training.Strategies for lifelong learning and mobility are essential to promote employability, active citizenship, social in-clusion and personal development1. Developing a knowledge based Europe and ensuring that the European labour market is open to all is a major challenge to the vocational educational and training systems in Europe and to all actors involved. The same is true of the need for these systems to continuously adapt to new developments and changing demands of society. An enhanced cooperation in vocational education and training will be an im-portant contribution towards ensuring a successful enlargement of the European Union and fulfilling the objec-tives identified by the European Council in Lisbon. Cedefop and the European Training Foundation are impor-tant bodies for supporting this cooperation.The vital role of the social partners in the socio-economic development is reflected both in the context of the European social dialogue and the European Social Partners framework of actions for the lifelong development of competences and qualifications, agreed in March 2002. The social partners play an indispensable role in the development, validation and recognition of vocational competences and qualifications at all levels and are part-ners in the promotion of an enhanced cooperation in this area.The following main priorities will be pursued through enhanced cooperation in vocational education and training: 2On the basis of these priorities we aim to increase voluntary cooperation in vocational education and training, in order to promote mutual trust, transparency and recognition of competences and qualifications, and thereby establishing a basis for increasing mobility and facilitating access to lifelong learning.European dimension•Strengthening the European dimension in vocational education and training with the aim of improving closer cooperation in order to facilitate and promote mobility and the development of inter-institutional cooperation, partnerships and other transnational initiatives, all in order to raise the profile of the Euro-pean education and training area in an international context so that Europe will be recognised as aworld-wide reference for learners.Transparency, information and guidance•Increasing transparency in vocational education and training through the implementation and rationali-zation of information tools and networks, including the integration of existing instruments such as the European CV, certificate and diploma supplements, the Common European framework of reference for languages and the EUROPASS into one single framework.•Strengthening policies, systems and practices that support information, guidance and counselling in the Member States, at all levels of education, training and employment, particularly on issues concerning ac-cess to learning, vocational education and training, and the transferability and recognition of compe-tences and qualifications, in order to support occupational and geographical mobility of citizens inEurope.Recognition of competences and qualifications•Investigating how transparency, comparability, transferability and recognition of competences and/or qualifications, between different countries and at different levels, could be promoted by developing ref-erence levels, common principles for certification, and common measures, including a credit transfersystem for vocational education and training•Increasing support to the development of competences and qualifications at sectoral level, by reinforc-ing cooperation and co-ordination especially involving the social partners. Several initiatives on a Com-munity, bilateral and multilateral basis, including those already identified in various sectors aiming atmutually recognised qualifications, illustrate this approach.1Priorities identified in the Resolution on lifelong learning adopted by the Council of the European Union (Education and Youth) on 27 June 20022Priorities identified in the Resolution on the promotion of enhanced European co-operation on vocational education and training approved by the Council of the European Union (Education, Youth and Culture) on 12 November 2002•Developing a set of common principles regarding validation of non-formal and informal learning with the aim of ensuring greater compatibility between approaches in different countries and at different lev-els.Quality assurance•Promoting cooperation in quality assurance with particular focus on exchange of models and methods, as well as common criteria and principles for quality in vocational education and training.•Giving attention to the learning needs of teachers and trainers within all forms of vocational education and training.The following principles will underpin enhanced cooperation in vocational education and training:•Cooperation should be based on the target of 2010, set by the European Council in accordance with the detailed work programme and the follow-up of the Objectives report in order to ensure coherence with the objectives set by the Council of the European Union (Education, Youth and Culture).•Measures should be voluntary and principally developed through bottom-up cooperation.•Initiatives must be focused on the needs of citizens and user organisations.•Cooperation should be inclusive and involve Member States, the Commission, candidate countries, EFTA-EEA countries and the social partners.The follow-up of this declaration should be pursued as follows to ensure an effective and successful implementation of an enhanced European cooperation in vocational education and training:1.Implementation of the enhanced cooperation in vocational education and training shall be a graduallyintegrated part of the follow-up of the objectives report. The Commission will reflect this integrated ap-proach in its reporting to the Council of the European Union (Education, Youth and Culture) within the timetable already decided for the work of the objectives report. The ambition is to fully integrate thefollow-up work of the enhanced co-operation in vocational education and training in the follow-up ofthe objectives report.2.The existing Commission working group, which will be given a similar status to that of the workinggroups within the follow-up of the objectives report, in future including Member States, EFTA-EEAcountries, candidate countries and the European social partners, will continue to work in order to ensure effective implementation and coordination of the enhanced cooperation in vocational education andtraining. The informal meetings of the Directors General for Vocational Training, which contributed to launching this initiative in Bruges 2001, will play an important role in focusing and animating the follow-up work.3.Within this framework the initial focus between now and 2004 will be on concrete areas where work isalready in progress, i.e. development of a single transparency framework, credit transfer in vocationaleducation and training and development of quality tools. Other areas, which will be immediately in-cluded as a fully integrated part of the work of the follow-up of the objectives report organised in eight working groups and an indicator group, will be lifelong guidance, non-formal learning and training ofteachers and trainers in vocational education and training. The Commission will include progress onthese actions in its report mentioned in paragraph 1.The ministers responsible for vocational education and training and the European Commission have con-firmed the necessity to undertake the objectives and priorities for actions set out in this declaration and to participate in the framework for an enhanced cooperation in vocational education and training, including the social partners. A meeting in two years time will be held to review progress and give advice on priorities and strategies.。
哥本哈根气候条约10版
哥本哈根气候条约1.0版来自NGO团体的关于哥本哈根协定的提案I. 世界需要的协定气候变化不仅是人类的灾难，更改变着这个星球的生存根基。
我们知道控制气候变化的机会之门正在渐渐关闭，因此，必须实现前所未有的国际合作和承诺。
我们必须，也可以前进地更快；促使世界向更有雄心，更有效率和更公平的道路上发展，以保证绝大多数脆弱生物的生存权不被牺牲。
哥本哈根气候条约是哥本哈根协议的草案版本。
这项工作还在进行中；尽管关于目标的观点和有雄心的减排路径都不会变化，但随着谈判的不断进行，一些细节很可能被包括进来。
这意味着鼓励和驱使各国认真思考需要在哥本哈根达成一致的减排目标、范围和细节，达成协议的方法以及哥本哈根之后的安排。
哥本哈根气候条约必须被各方所接纳，结合关于适应和减排的有雄心的紧急行动——在科学和公平的推动下——通过转移技术、保护森林和促进可持续发展来实现。
NGO的提案是编制哥本哈根气候条约的时机日渐成熟的证明。
现在所需要的就是各方用开放的心态和实质的行动来总结出一份公平、有效、以科学为基础的协议，从而及时将全球平均升温控制在2°C这个危险阈值以内。
在192个国家之间达成气候共识，意味着世界开始学习如何管理地球。
如果不能在哥本哈根达成一项有力、有效的协议，就将加速我们在小团体的竞争、资源战争、分裂、难民和自然灾难等层出不穷的问题中灭亡。
在哥本哈根的协议对于政府而言是一小步——但对于人类而言却是一大步。
作者简介本文由来自世界各地的个人起草，充分反映了各国的实际情况以及结合知识转化的争论情况。
尽管一些情况下，提供的细节多于在哥本哈根可能达成的协议，但各个要点说明了在12月必须达成的共识。
这些要点如下：II. 协议是怎样的条约基于这样的前提：所有人、所有国家和所有文化都有生存、可持续发展和减轻贫困的权利。
最终协议必须在短期行动的需要和中长期的确定性之间实现平衡，满足巴厘行动计划的目标和对合法的约束性条款的需要。
United Nations Conventiononthe Carriage of GoodsbySea,1978 汉堡规则英文版
UNITED NATIONS CONVENTION ON THECARRIAGE OF GOODS BY SEA (1978)Hamburg RulesPREAMBLETHE STATES PARTIES TO THIS CONVENTION,HAVING RECOGNIZED the desirability of determining by agreement certain rules relating to the carriage of goods by sea,HAVING DECIDED to conclude a convention for this purpose and have thereto agreed as follows:PART I. GENERAL PROVISIONSArticle 1. DefinitionsIn this Convention:1. "Carrier" means any person by whom or in whose name a contract of carriage of goods by sea has been concluded with a shipper.2. "Actual carrier" means any person to whom the performance of the carriage of the goods, or of part of the carriage, has been entrusted by the carrier, and includes any other person to whom such performance has been entrusted.3. "Shipper" means any person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been concluded with a carrier, or any person by whom or in whose name or on whose behalf the goods are actually delivered to the carrier in relation to the contract of carriage by sea.4. "Consignee" means the person entitled to take delivery of the goods.5. "Goods" includes live animals; where the goods are consolidated in a container, pallet or similar article of transport or where they are packed, goods includes such article of transport or packaging if supplied by the shipper.6. "Contract of carriage by sea" means any contract whereby the carrier undertakes against payment of freight to carry goods by sea from one port to another; however, a contract which involves carriage by sea and also carriage by some other means is deemed to be a contract of carriage by sea for the purposes of this Convention only in so far as it relates to the carriage by sea.7. "Bill of lading" means a document which evidences a contract of carriage by sea and the taking over or loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against surrender of the document. A provision in the document that the goods are to be delivered to the order of a named person, or to order, or to bearer, constitutes such an undertaking.8. "Writing" includes, inter alia, telegram and telex.Article 2. Scope of application1. The provisions of this Convention are applicable to all contracts of carriage by sea between two different States, if:(a) the port of loading as provided for in the contract of carriage by sea islocated in a Contracting State, or(b) the port of discharge as provided for in the contract of carriage by sea islocated in a Contracting State, or(c) one of the optional ports of discharge provided for in the contract ofcarriage by sea is the actual port of discharge and such port is located in aContracting State, or(d) the bill of lading or other document evidencing the contract of carriage bysea is issued in a Contracting State, or(e) the bill of lading or other document evidencing the contract of carriage bysea provides that the provisions of this Convention or the legislation of anyState giving effect to them are to govern the contract.2. The provisions of this Convention are applicable without regard to the nationality of the ship, the carrier, the actual carrier, the shipper, the consignee or any other interested person.3. The provisions of this Convention are not applicable to charter-parties. However, where a bill of lading is issued pursuant to a charter-party, the provisions of the Convention apply to such a bill of lading if it governs the relation between the carrier and the holder of the bill of lading, not being the charterer.4. If a contract provides for future carriage of goods in a series of shipments during an agreed period, the provisions of this Convention apply to each shipment. However, where a shipment is made under a charter-party, the provisions of paragraph 3 of this article apply.Article 3. Interpretation of the ConventionIn the interpretation and application of the provisions of this Convention regard shall be had to its international character and to the need to promote uniformity.PART II. LIABILITY OF THE CARRIERArticle 4. Period of responsibility1. The responsibility of the carrier for the goods under this Convention covers the period during which the carrier is in charge of the goods at the port of loading, during the carriage and at the port of discharge.2. For the purpose of paragraph 1 of this article, the carrier is deemed to be in charge of the goods(a) from the time he has taken over the goods from:(i) the shipper, or a person acting on his behalf; or(ii) an authority or other third party to whom, pursuant to law orregulations applicable at the port of loading, the goods must behanded over for shipment;(b) until the time he has delivered the goods:(i) by handing over the goods to the consignee; or(ii) in cases where the consignee does not receive the goodsfrom the carrier, by placing them at the disposal of theconsignee in accordance with the contract or with the law orwith the usage of the particular trade, applicable at the port ofdischarge; or(iii) by handing over the goods to an authority or other thirdparty to whom, pursuant to law or regulations applicable at theport of discharge, the goods must be handed over.3. In paragraphs 1 and 2 of this article, reference to the carrier or to the consignee means, in addition to the carrier or the consignee, the servants or agents, respectively of the carrier or the consignee.Article 5. Basis of liability1. The carrier is liable for loss resulting from loss of or damage to the goods, as well as from delay in delivery, if the occurrence which caused the loss, damage or delay took place while the goods were in his charge as defined in article 4, unless the carrier proves that he, his servants or agents took all measures that could reasonably be required to avoid the occurrence and its consequences.2. Delay in delivery occurs when the goods have not been delivered at the port of discharge provided for in the contract of carriage by sea within the time expressly agreed upon or, in the absence of such agreement, within the time which it would be reasonable to require of a diligent carrier, having regard to the circumstances of the case.3. The person entitled to make a claim for the loss of goods may treat the goods as lost if they have not been delivered as required by article 4 within 60 consecutive days following the expiry of the time for delivery according to paragraph 2 of this article.4. (a) The carrier is liable(i) for loss of or damage to the goods or delay in deliverycaused by fire, if the claimant proves that the fire arose fromfault or neglect on the part of the carrier, his servants or agents;(ii) for such loss, damage or delay in delivery which is provedby the claimant to have resulted from the fault or neglect of thecarrier, his servants or agents in taking all measures that couldreasonably be required to put out the fire and avoid or mitigateits consequences.(b) In case of fire on board the ship affecting the goods, if the claimant or thecarrier so desires, a survey in accordance with shipping practices must be heldinto the cause and circumstances of the fire, and a copy of the surveyors reportshall be made available on demand to the carrier and the claimant.5. With respect to live animals, the carrier is not liable for loss, damage or delay in delivery resulting from any special risks inherent in that kind of carriage. If the carrier proves that he has complied with any special instructions given to him by the shipper respecting the animals and that, in the circumstances of the case, the loss, damage or delay in delivery could be attributed to such risks, it is presumed that the loss, damage or delay in delivery was so caused, unless there is proof that all or a part of the loss, damage or delay in delivery resulted from fault or neglect on the part of the carrier, his servants or agents.6. The carrier is not liable, except in general average, where loss, damage or delay in delivery resulted from measures to save life or from reasonable measures to save property at sea.7. Where fault or neglect on the part of the carrier, his servants or agents combines with another cause to produce loss, damage or delay in delivery, the carrier is liable only to the extent that the loss, damage or delay in delivery is attributable to such fault or neglect, provided that the carrier proves the amount of the loss, damage or delay in delivery not attributable thereto.Article 6. Limits of liability1. (a) The liability of the carrier for loss resulting from loss of or damage to goods according to the provisions of article 5 is limited to an amount equivalent to 835 units of account per package or other shipping unit or2.5 units of account per kilogram of gross weight of the goods lost or damaged, whichever is the higher.(b) The liability of the carrier for delay in delivery according to the provisionsof article 5 is limited to an amount equivalent to two and a half times thefreight payable for the goods delayed, but not exceeding the total freightpayable under the contract of carriage of goods by sea.(c) In no case shall the aggregate liability of the carrier, under bothsubparagraphs (a) and (b) of this paragraph, exceed the limitation which wouldbe established under subparagraph (a) of this paragraph for total loss of thegoods with respect to which such liability was incurred.2. For the purpose of calculating which amount is the higher in accordance with paragraph 1(a) of this article, the following rules apply:(a) Where a container, pallet or similar article of transport is used toconsolidate goods, the package or other shipping units enumerated in the bill oflading, if issued, or otherwise in any other document evidencing the contract ofcarriage by sea, as packed in such article of transport are deemed packages orshipping units. Except as aforesaid the goods in such article of transport aredeemed one shipping unit.(b) In cases where the article of transport itself has been lost or damaged, thatarticle of transport, if not owned or otherwise supplied by the carrier, isconsidered one separate shipping unit.3. Unit of account means the unit of account mentioned in article 26.4. By agreement between the carrier and the shipper, limits of liability exceeding those provided for in paragraph 1 may be fixed.Article 7. Application to non-contractual claims1. The defences and limits of liability provided for in this Convention apply in any action against the carrier in respect of loss of or damage to the goods covered by the contract of carriage by sea, as well as of delay in delivery whether the action is founded in contract, in tort or otherwise.2. If such an action is brought against a servant or agent of the carrier, such servant or agent, if he proves that he acted within the scope of his employment, is entitled to avail himself of the defences and limits of liability which the carrier is entitled to invoke under this Convention.3. Except as provided in article 8, the aggregate of the amounts recoverable from the carrier and from any persons referred to in paragraph 2 of this article shall not exceed the limits of liability provided for in this Convention.Article 8. Loss of right to limit responsibility1. The carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of the carrier done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.2. Notwithstanding the provisions of paragraph 2 of article 7, a servant or agent of the carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of such servant or agent, done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.Article 9. Deck cargo1. The carrier is entitled to carry the goods on deck only if such carriage is in accordance with an agreement with the shipper or with the usage of the particular trade or is required by statutory rules or regulations.2. If the carrier and the shipper have agreed that the goods shall or may be carried on deck, the carrier must insert in the bill of lading or other document evidencing the contract of carriage by sea a statement to that effect. In the absence of such a statement the carrier has the burden of proving that an agreement for carriage on deck has been entered into; however, the carrier is not entitled to invoke such an agreement against a third party, including a consignee, who has acquired the bill of lading in good faith.3. Where the goods have been carried on deck contrary to the provisions of paragraph 1 of this article or where the carrier may not under paragraph 2 of this article invoke an agreement for carriage on deck, the carrier, notwithstanding the provisions of paragraph 1 of article 5, is liable for loss of or damage to the goods, as well as for delay in delivery, resulting solely from the carriage on deck, and the extent of his liability is to be determined in accordance with the provisions of article 6 or article 8 of this Convention, as the case may be.4. Carriage of goods on deck contrary to express agreement for carriage under deck is deemed to be an act or omission of the carrier within the meaning of article 8.Article 10. Liability of the carrier and actual carrier1. Where the performance of the carriage or part thereof has been entrusted to an actual carrier, whether or not in pursuance of a liberty under the contract of carriage by sea to do so, the carrier nevertheless remains responsible for the entire carriage according to the provisions of this Convention. The carrier is responsible, in relation to the carriage performed by the actual carrier, for the acts and omissions of the actual carrier and of his servants and agents acting within the scope of their employment.2. All the provisions of this Convention governing the responsibility of the carrier also apply to the responsibility of the actual carrier for the carriage performed by him. The provisions of paragraphs 2 and 3 of article 7 and of paragraph 2 of article 8 apply if an action is brought against a servant or agent of the actual carrier.3. Any special agreement under which the carrier assumes obligations not imposed by this Convention or waives rights conferred by this Convention affects the actual carrier only if agreed to by him expressly and in writing. Whether or not the actual carrier has so agreed, the carrier nevertheless remains bound by the obligations or waivers resulting from such special agreement.4. Where and to the extent that both the carrier and the actual carrier are liable, their liability is joint and several.5. The aggregate of the amounts recoverable from the carrier, the actual carrier and their servants and agents shall not exceed the limits of liability provided for in this Convention.6. Nothing in this article shall prejudice any right of recourse as between the carrier and the actual carrier.Article 11. Through carriage1. Notwithstanding the provisions of paragraph 1 of article 10, where a contract of carriage by sea provides explicitly that a specified part of the carriage covered by the said contract is to be performed by a named person other than the carrier, the contract may also provide that the carrier is not liable for loss, damage or delay in delivery caused by an occurrence which takes place while the goods are in the charge of the actual carrier during such part of the carriage. Nevertheless, any stipulation limiting or excluding such liability is without effect if no judicial proceedings can be instituted against the actual carrier in a court competent under paragraph 1 or 2 of article 21. The burden of proving that any loss, damage or delay in delivery has been caused by such an occurrence rests upon the carrier.2. The actual carrier is responsible in accordance with the provisions of paragraph 2 of article 10 for loss, damage or delay in delivery caused by an occurrence which takes place while the goods are in his charge.PART III. LIABILITY OF THE SHIPPERSArticle 12. General ruleThe shipper is not liable for loss sustained by the carrier or the actual carrier, or for damage sustained by the ship, unless such loss or damage was caused by the fault or neglect of the shipper, his servants or agents. Nor is any servant or agent of the shipper liable for such loss or damage unless the loss or damage was caused by fault or neglect on his part.Article 13. Special rules on dangerous goods1. The shipper must mark or label in a suitable manner dangerous goods as dangerous.2. Where the shipper hands over dangerous goods to the carrier or an actual carrier, as the case may be, the shipper must inform him of the dangerous character of the goods and, if necessary, of the precautions to be taken. If the shipper fails to do so and such carrier or actual carrier does not otherwise have knowledge of their dangerous character:(a) the shipper is liable to the carrier and any actual carrier for the lossresulting from the shipment of such goods, and(b) the goods may at any time be unloaded, destroyed or rendered innocuous,as the circumstances may require, without payment of compensation.3. The provisions of paragraph 2 of this article may not be invoked by any person if during the carriage he has taken the goods in his charge with knowledge of their dangerous character.4. If, in cases where the provisions of paragraph 2, subparagraph (b), of this article do not apply or may not be invoked, dangerous goods become an actual danger to life or property, they may be unloaded, destroyed or rendered innocuous, as the circumstances may require, without payment of compensation except where there is an obligation to contribute in general average or where the carrier is liable in accordance with the provisions of article5.PART IV. TRANSPORT DOCUMENTSArticle 14. Issue of bill of lading1. When the carrier or the actual carrier takes the goods in his charge, the carrier must, on demand of the shipper, issue to the shipper a bill of lading.2. The bill of lading may be signed by a person having authority from the carrier. A bill of lading signed by the master of the ship carrying the goods is deemed to have been signed on behalf of the carrier.3. The signature on the bill of lading may be in handwriting, printed in facsimile, perforated, stamped, in symbols, or made by any other mechanical or electronic means, if not inconsistent with the law of the country where the bill of lading is issued.Article 15. Contents of bill of lading1. The bill of lading must include, inter alia, the following particulars:(a) the general nature of the goods, the leading marks necessary foridentification of the goods, an express statement, if applicable, as to thedangerous character of the goods, the number of packages or pieces, and theweight of the goods or their quantity otherwise expressed, all such particularsas furnished by the shipper;(b) the apparent condition of the goods;(c) the name and principal place of business of the carrier;(d) the name of the shipper;(e) the consignee if named by the shipper;(f) the port of loading under the contract of carriage by sea and the date onwhich the goods were taken over by the carrier at the port of loading;(g) the port of discharge under the contract of carriage by sea;(h) the number of originals of the bill of lading, if more than one;(i) the place of issuance of the bill of lading;(j) the signature of the carrier or a person acting on his behalf;(k) the freight to the extent payable by the consignee or other indication thatfreight is payable by him;(l) the statement referred to in paragraph 3 of article 23;(m) the statement, if applicable, that the goods shall or may be carried on deck;(n) the date or the period of delivery of the goods at the port of discharge ifexpressly agreed upon between the parties; and(o) any increased limit or limits of liability where agreed in accordance withparagraph 4 of article 6.2. After the goods have been loaded on board, if the shipper so demands, the carrier must issue to the shipper a "shipped" bill of lading which, in addition to the particulars required under paragraph 1 of this article, must state that the goods are on board a named ship or ships, and the date or dates of loading. If the carrier has previously issued to the shipper a bill of lading or other document of title with respect to any of such goods, on request of the carrier the shipper must surrender such document in exchange for a "shipped" bill of lading. The carrier may amend any previously issued document in order to meet the shippers demand for a "shipped" bill of lading if, as amended, such document includes all the information required to be contained in a "shipped" bill of lading.3. The absence in the bill of lading of one or more particulars referred to in this article does not affect the legal character of the document as a bill of lading provided that it nevertheless meets the requirements set out in paragraph 7 of article 1.Article 16. Bills of lading: reservations and evidentiary effect1. If the bill of lading contains particulars concerning the general nature, leading marks, number of packages of pieces, weight or quantity of the goods which the carrier or other person issuing the bill of lading on his behalf knows or has reasonable grounds to suspect do not accurately represent the goods actually taken over or, where a "shipped" bill of lading is issued, loaded, or if he had no reasonable means of checking such particulars, the carrier or such other person must insert in the bill of lading a reservation specifying these inaccuracies, grounds of suspicion or the absence of reasonable means of checking.2. If the carrier or other person issuing the bill of lading on his behalf fails to note on the bill of lading the apparent condition of the goods, he is deemed to have noted on the bill of lading that the goods were in apparent good condition.3. Except for particulars in respect of which and to the extent to which a reservation permitted under paragraph 1 of this article has been entered:(a) the bill of lading is prima facie evidence of the taking over or, where a"shipped" bill of lading is issued, loading, by the carrier of the goods asdescribed in the bill of lading; and(b) proof to the contrary by the carrier is not admissible if the bill of lading hasbeen transferred to a third party, including a consignee, who in good faith hasacted in reliance on the description of the goods therein.4. A bill of lading which does not, as provided in paragraph 1, subparagraph (k), of article 15, set forth the freight or otherwise indicate that freight is payable by the consignee or does not set forth demurrage incurred at the port of loading payable by the consignee, is prima facie evidence that no freight or such demurrage is payable by him. However, proof to the contrary by the carrier is not admissible when the bill of lading has been transferred to a third party, including a consignee, who in good faith has acted in reliance on the absence in the bill of lading of any such indication.Article 17. Guarantees by the shipper1. The shipper is deemed to have guaranteed to the carrier the accuracy of particulars relating to the general nature of the goods, their marks, number, weight and quantity as furnished by him for insertion in the bill of lading. The shipper must indemnify the carrier against the loss resulting from inaccuracies in such particulars. The shipper remains liable even if the bill of lading has been transferred by him. The right of the carrier to such indemnity in no way limits his liability under the contract of carriage by sea to any person other than the shipper.2. Any letter of guarantee or agreement by which the shipper undertakes to indemnify the carrier against loss resulting from the issuance of the bill of lading by the carrier, or by a person acting on his behalf, without entering a reservation relating to particulars furnished by the shipper for insertion in the bill of lading, or to the apparent condition of the goods, is void and of no effect as against any third party, including a consignee, to whom the bill of lading has been transferred.3. Such a letter of guarantee or agreement is valid as against the shipper unless the carrier or the person acting on his behalf, by omitting the reservation referred to in paragraph 2 of this article, intends to defraud a third party, including a consignee, who acts in reliance on the description of the goods in the bill of lading. In the latter case, if the reservation omitted relates to particulars furnished by the shipper for insertion in the bill of lading, the carrier has no right of indemnity from the shipper pursuant to paragraph 1 of this article.4. In the case of intended fraud referred to in paragraph 3 of this article, the carrier is liable, without the benefit of the limitation of liability provided for in this Convention, for the loss incurred by a third party, including a consignee, because he has acted in reliance on the description of the goods in the bill of lading.Article 18. Documents other than bills of ladingWhere a carrier issues a document other than a bill of lading to evidence the receipt of the goods to be carried, such a document is prima facie evidence of the conclusion of the contract of carriage by sea and the taking over by the carrier of the goods as therein described.PART V. CLAIMS AND ACTIONSArticle 19. Notice of loss, damage or delay1. Unless notice of loss or damage, specifying the general nature of such loss or damage, is given in writing by the consignee to the carrier not later than the working day after the day when the goods were handed over to the consignee, such handing over is prima facie evidence of the delivery by the carrier of the goods as described in the document of transport or, if no such document has been issued, in good condition.2. Where the loss or damage is not apparent, the provisions of paragraph 1 of this article apply correspondingly if notice in writing is not given within 15 consecutive days after the day when the goods were handed over to the consignee.3. If the state of the goods at the time they were handed over to the consignee has been the subject of a joint survey or inspection by the parties, notice in writing need not be given of loss or damage ascertained during such survey or inspection.4. In the case of any actual or apprehended loss or damage, the carrier and the consignee must give all reasonable facilities to each other for inspecting and tallying the goods.5. No compensation shall be payable for loss resulting from delay in delivery unless a notice has been given in writing to the carrier within 60 consecutive days after the day when the goods were handed over to the consignee.6. If the goods have been delivered by an actual carrier, any notice given under this article to him shall have the same effect as if it had been given to the carrier; and any notice given to the carrier shall have effect as if given to such actual carrier.7. Unless notice of loss or damage, specifying the general nature of the loss or damage, is given in writing by the carrier or actual carrier to the shipper not later than 90 consecutive days after the occurrence of such loss or damage or after the delivery of the goods in accordance with paragraph 2 of article 4, whichever is later, the failure to give such notice is prima facie evidence that the carrier or the actual carrier has sustained no loss or damage due to the fault or neglect of the shipper, his servants or agents.8. For the purpose of this article, notice given to a person acting on the carriers or the actual carriers behalf, including the master or the officer in charge of the ship, or to a person acting on the shippers behalf is deemed to have been given to the carrier, to the actual carrier or to the shipper, respectively.。
哥本哈根协议全文
哥本哈根协议全文（中英对照）2009-12-25 来源:未知【大中小】我要投稿划词已开启哥本哈根联合国气候变化大会当地时间18日达成协议文本，文本篇幅很短，简明扼要地列出了12个条款，符合此前预期。
文件没有提及各国的具体温室气体减排目标。
以下是协议文本全文：Full text of the Copenhagen AccordThe Heads of State, Heads of Government, Ministers, and other heads of delegation present at the United Nations Climate Change Conference 2009 in Copenhagen,各国领导人、政府首脑、官员以及其他出席本次在哥本哈根举行的联合国2009年气候变化会议的代表：In pursuit of the ultimate objective of the Convention as stated in its Article 2,Being guided by the principles and provisions of the Convention,Noting the results of work done by the two Ad hoc Working Groups,Endorsing decision x/CP.15 on the Ad hoc Working Group on Long-term Cooperative Action and decision x/CMP.5 that requests the Ad hoc Working Group on Further Commitments of Annex I Parties under the Kyoto Protocol to continue its work,Have agreed on this Copenhagen Accord which is operational immediately.为最终达成本协议第二款所述的会议目标，在会议原则和愿景的指引下，考虑到两个特别工作组的工作成果，我们同意特别工作组关于长期合作行动的x/CP.15号决议，以及继续按照特别工作组x/CMP.5号决议要求，履行附录I根据《京都议定书》列出的各方义务。
哥本哈根联合国气候变化大会
哥本哈根世界气候大会[摘要] 2009年12月7日-18日哥本哈根联合国气候大会在丹麦首都哥本哈根贝拉中心〔Bella Center〕举行，超过85个国家元首或政府首脑、192个国家的环境部长出席。
会议的主要目的在于商讨《京都议定书》一期承诺到期后的后续方案，就未来应对气候变化的全球行动签署新的协议。
会议在争吵声中最终只达成了一个无法律约束力的《哥本哈根协议》，但是《哥本哈根协议》维护了《联合国气候变化框架公约》及其《京都议定书》确立的“共同但有区别的责任”原则，就发达国家实行强制减排和发展中国家采取自主减缓行动作出了安排，并就全球长期目标、资金和技术支持、透明度等焦点问题达成广泛共识。
一、哥本哈根联合国气候变化大会哥本哈根气候大会全称是《联合国气候变化框架公约》第15次缔约方会议暨《京都议定书》第5次缔约方会议，由于该次会议是在丹麦首都哥本哈根举行，因此也被称为哥本哈根联合国气候变化大会。
1992年，联合国联合国环境与发展大会〔以下简称联合国环发大会〕在巴西的里约热内卢召开，大会通过了《联合国气候变化框架公约》〔United Nations Framework Convention on Climate Change，以下简称《框架公约》，英文缩写UNFCCC)。
公约于1994年3月21日正式生效，截至目前为止，公约已拥有192个缔约方。
《框架公约》是世界上第一个为全面控制二氧化碳等温室气体排放，以应对全球气候变暖给人类经济和社会带来不利影响的国际公约。
此外，公约还为国际社会在对付全球气候变化问题上进行国际合作提供了一个基本框架。
联合国气候变化大会就是公约缔约方基于这一基本框架，为妥善解决全球气候变化所带来的一系列问题而举行的。
自1995年3月28日首次缔约方大会在柏林举行以来，缔约方每年都召开会议。
迄今为止，不包括2009年哥本哈根大会在内，联合国气候变化大会已经召开了14次。
2009年12月7日-18日哥本哈根气候大会在丹麦首都哥本哈根贝拉中心〔Bella Center〕举行，超过85个国家元首或政府首脑、192个国家的环境部长出席。
哥本哈根会议介绍
哥本哈根会议介绍哥本哈根会议是一个极为重要的全球性气候会议，于2009年12月7日至18日在丹麦哥本哈根举行。
该会议是联合国气候变化框架公约第15次缔约方会议（COP15）和联合国气候变化会议第五次会议（COP5）。
本文将介绍哥本哈根会议背景、议程、成果和影响。
一、背景哥本哈根会议背景可以从联合国气候变化框架公约（UNFCCC）和京都议定书（Kyoto Protocol）说起。
UNFCCC于1992年签署，为全球应对气候变化提供了一个共同的框架，其目标是减缓全球温室气体排放的速度。
Kyoto Protocol于1997年签署，旨在通过规定缔约方的温室气体减排目标来实现UNFCCC的目标。
组织哥本哈根会议的目的是达成一个新的全球气候协议，以取代京都议定书，以更具有雄心和全球性的减排目标来应对气候变化。
二、议程哥本哈根会议的议程主要包括：1. 就温室气体减排和全球气候变化达成全球一致并强制性的协议；2. 支付富裕国家向发展中国家提供的环保援助计划，以帮助这些发展中国家应对气候变化；3. 为发展中国家提供更多的技术支持和知识转移，以帮助这些国家采取更加环保可持续的发展方案。
三、成果哥本哈根会议的最终结果比预期差强人意。
最终的协议，称为哥本哈根协议，提出了一个长期目标，即到本世纪中叶将全球温室气体排放量控制在前工业时代水平的50%以下。
此外，该协议明确了发达国家要每年向发展中国家支付至少1000亿美元的援助资金。
然而，该协议缺少立即有效的减排承诺，也没有建立一个强制性的全球气候变化框架。
四、影响哥本哈根会议对全球气候政策产生了深远的影响。
首先，该会议加速了政府对全球气候变化问题的重视和行动。
其次，它大大加强了民间社会对气候变化的关注和参与。
此外，哥本哈根协议成为各国在全球气候变化议题上进行谈判的基础和范本。
综上，哥本哈根会议是一个具有历史意义的会议，推动了全球气候政策的发展。
虽然该会议的成果有限，但它的影响将继续带动更多的国家和人们积极参与保护地球的行动。
《哥本哈根协议》要点
内，未提及是否以前工业化时期的全球气温作参照。
在 减排 目标 上 ，协 议 没有 提 及 ２ ５ 年 长期 减 排 目 ００
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是黄河 中游地区重要的新石器时代文化 ，因１２ 年在河 ９１ 南三门峡渑池境内的仰韶村被发掘而得名。这个农耕文 化以彩陶为著 名标志物 ，持续时间大约为公元前５ ０年 ００
至３ ０ 年 迄 今 中 国 已发现 数干 处 仰 韶文 化 遗址 ，以 ００ 、
６３
电网已经不能满足传输和储存清洁能源的需求 ，对于电
网的改 造迫 在眉睫 。欧洲统 一清 洁能源 网络 的上 马 ，正 是 这一 面向未来 的电网改造工作的重要一步 。 摘 自 ００ １ 日 文汇报 》 （ 转 第５ 页 ） ２ １年 月６ 下 ２
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陕西、河南等省为多。金力说 ，事实上早在仰韶文化之 前 ，距今约三四万年的史前时代，汉族之祖都来 自古老
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值得一提的是 ，污泥在八座蛋形消化池消化过程
中山大学翻译硕士MTI真题(六)
中山大学翻译硕士MTI真题（六）中山大学翻译硕士MTI真题I. Phrase Translation1.寻租行为: rent-seeking (behavior)2.全国人民代表大会: the National People’s Congress3.标普500指数：S&P 500，Standard & Poor’s 500 index4.知青：Educated youth5.蓝筹股：blue chip (stock)6. “苍蝇”“老虎”一起打：cracking down on both tigers and flies;To tackle corruption, the Party must crack down on the “flies”at the bottom and the “tigers”higher up.7.需求曲线: demand curve8.紧缩政策: deflation policy9.哥本哈根计划：Copenhagen Accord (《哥本哈根协议》主要是就各国二氧化碳的排放量问题，签署协议，根据各国的GDP大小减少二氧化碳的排放量。
)10.海上丝绸之路：Maritime Silk Road11.金砖五国：BRICS，(Brazil、Russia、India and China)12.附加费: surcharge13.出口配额: export quotas14.东南亚国家联盟: the Association of Southeast Asian Nations15.增值税: value-added tax1.IPO: 首次公开募股(Initial Public Offerings)2. Muslim Brotherhood: 穆斯林兄弟会3. OTC Drug: 非处方药(Over-The-Counter Drug)4. Universal Suffrage: 普选，普选权5. Hedge Fund: 对冲基金6. Bilateralism: 双边主义7. Air Force One: 空军一号(美国总统的专用座机)8. CPI: 居民消费价格指数Consumer Price Index9. Kyoto Protocol: 京都议定书10. Air Defense Identification Zone: 防空识别区11. Occupy Central: 占领中环12. Liaison Office: 联络处;联络办公室13. Implicit Cost: 隐性成本14. Heal a Breach: 消除分歧15. Oil-for-Food: 石油换食品PART II TRANSLATION [120 MIN] (2×60=120 POINTS)SECTION A CHINESE TO ENGLISH [60 MIN]Translate the following text into English. Write your translation on the ANSWER SHEET.主席先生：2000年以来，联合国确立的千年发展目标，为实现人类生存和发展作出了重要贡献，然而全球发展道路依然漫长。
哥本哈根会议协议书
哥本哈根会议协议书甲方：[甲方全称]地址：[甲方地址]法定代表人：[甲方法定代表人姓名]乙方：[乙方全称]地址：[乙方地址]法定代表人：[乙方法定代表人姓名]鉴于甲方与乙方共同参与了在哥本哈根举行的[具体会议名称]，并且双方就[会议讨论的具体议题或合作内容]进行了深入的讨论与协商，现双方达成如下协议：第一条会议目的与成果1.1 本次会议旨在[具体目的或目标]。
1.2 双方在会议上就[议题或合作内容]达成了共识，并同意采取以下行动：a. [具体行动或措施1]b. [具体行动或措施2]c. [具体行动或措施3]...第二条合作范围与方式2.1 双方同意在[合作领域或范围]进行合作。
2.2 合作方式包括但不限于：a. 技术交流与共享b. 市场开发与推广c. 项目合作与投资...第三条责任与义务3.1 甲方责任：a. 负责[具体责任1]b. 负责[具体责任2]...3.2 乙方责任：a. 负责[具体责任1]b. 负责[具体责任2]...第四条保密条款4.1 双方应对在会议期间以及合作过程中知悉的商业秘密和技术秘密予以保密。
4.2 未经对方书面同意，任何一方不得向第三方披露或使用上述保密信息。
第五条知识产权5.1 双方应尊重并保护对方的知识产权。
5.2 所有因合作产生的知识产权，其归属和使用权应由双方另行协商确定。
第六条争议解决6.1 双方在履行本协议过程中发生的任何争议，应首先通过友好协商解决。
6.2 如果协商不成，双方同意提交至[具体仲裁机构名称]，按照其仲裁规则进行仲裁。
第七条协议的修改与终止7.1 本协议的任何修改和补充，必须以书面形式进行，并经双方授权代表签字确认。
7.2 本协议在[终止条件]时自动终止。
第八条其他8.1 本协议未尽事宜，双方可另行协商解决。
8.2 本协议一式两份，甲乙双方各执一份，具有同等法律效力。
甲方代表：[甲方代表签字]日期：[签署日期]乙方代表：[乙方代表签字]日期：[签署日期]。
哥本哈根协议
哥本哈根协议哥本哈根协议（Copenhagen Accord）是2009年12月18日在丹麦哥本哈根举行的联合国气候变化大会上达成的一项国际政治协议。
这个协议是对联合国气候变化框架公约的一次重大升级，旨在加强国际社会应对全球气候变化的努力，并为减少温室气体排放提供了新的框架。
哥本哈根协议认识到全球气候变化的严重性，并强调了减缓温室气体排放和适应气候变化的重要性。
在协议中，各国同意将全球平均温度上升限制在2摄氏度以内，并努力将温度上升幅度控制在1.5摄氏度以内。
为实现这一目标，协议鼓励各国制定和执行具有约束力的减排目标。
协议还设立了一个名为“快速启动资金”的机制，旨在支持发展中国家应对气候变化的努力。
根据协议，发达国家承诺在2020年前每年提供1000亿美元的资金，用于支持发展中国家在减缓和适应气候变化方面的工作。
此外，协议还要求发达国家到2020年前向发展中国家提供适当的技术转让和能力建设支持。
然而，哥本哈根协议在达成之初就受到了一些批评。
首先，协议没有得到所有国家的全面支持，只有一部分国家签署和承诺。
其次，协议的减排目标和资金承诺缺乏具体性和约束力。
这使得各国在协议执行过程中存在较大的灵活性和不确定性。
尽管有这些问题，哥本哈根协议仍然被认为是国际气候谈判的一个重要里程碑。
它推动了国际社会对气候变化问题的进一步认识和行动。
协议的存在促使各国加强减排行动，加大对清洁能源和可持续发展的投资，加强国际合作和技术转让。
随着时间的推移，国际社会对气候变化问题的重视不断增强。
2015年，联合国气候变化大会通过了巴黎协定，取代了哥本哈根协议。
巴黎协定更具约束力和具体性，要求各国制定和执行更具体和具有时间表的减排目标。
然而，哥本哈根协议仍然在国际气候政策的发展和实施中扮演着重要的角色。
总的来说，哥本哈根协议是一个标志性的国际气候变化协议，旨在加强全球社会应对气候变化的努力，并为减排和应对气候变化提供新的框架。
尽管协议存在一些问题，但它仍然在推动国际社会加大对气候变化问题的关注和行动，在改变世界的进程中发挥着重要作用。
哥本哈根气候会议
哥本哈根气候会议1. 引言哥本哈根气候会议，也被称为第15届联合国气候变化大会，是于2009年12月在丹麦哥本哈根举行的一次重要国际会议。
该会议是自1997年《京都议定书》生效以来的首次会议，旨在解决全球气候变化问题，并达成一个全球性的气候变化协议。
2. 背景2.1 气候变化问题的紧迫性气候变化是当今世界面临的最大挑战之一。
全球气温的升高、海洋酸化、极端天气事件的增加等问题已经成为全球关注的焦点。
科学家普遍认为，气候变化主要是由人类活动引起的，特别是工业化和化石燃料的使用所产生的温室气体排放。
2.2 前一次的《京都议定书》1997年，《京都议定书》作为对《联合国气候变化框架公约》的补充，设立了国际气候变化的法律框架。
然而，《京都议定书》存在一些问题，如排放限额不合理、参与国家范围有限等，因此需要通过新的协定来解决这些问题。
3. 会议议程3.1 会议目标哥本哈根气候会议的主要目标是寻求一项新的全球气候变化协议，以取代《京都议定书》，以更公平、更全球的方式解决气候变化问题。
3.2 关键议题会议讨论的关键议题包括：•温室气体减排目标：达成一致的减排目标，使全球平均气温上升控制在2摄氏度以内。
•资金和技术支持：确定向发展中国家提供资金和技术支持的机制，以帮助他们应对气候变化挑战。
•透明度和核查：建立透明、可核查的减排和适应行动的机制，以确保各国履行承诺。
•森林保护：制定有效的森林保护和可持续利用政策，以减少森林砍伐和森林碳汇的流失。
4. 会议结果4.1 哥本哈根协议经过长时间的谈判，哥本哈根气候会议达成了一项名为哥本哈根协议的协议。
但是，由于缺乏一致性和明确性，以及一些关键国家的不同意见，协议并未获得总体接受。
需要指出的是，哥本哈根协议没有取代《京都议定书》，而是作为一个政治承诺或意向表达存在，并没有具体的法律约束力。
4.2 主要成果虽然哥本哈根协议没有达成所有预期的成果，但仍然取得了一些重要的成果：•温室气体减排目标：由各国自愿提出减排目标，并在协议中登记。
哥本哈根协议
美国
2003年，美国出台的《能源部能源战略计划》把提 高能源效率上升到能源安全战略的高度。 2006年，美国公布新的气候变化技术计划，推动在 新一代清洁能源技术方面的研发与创新，尤其是资 助碳捕捉与封存技术。 2007年，美国宣布将大力发展可再生能源，到2013年 可再生电力在美国电力消费量中的比重要达到7．5 ％。 2009年，美国众议院通过《清洁能源安全法案》， 规定到2020年和2050年温室气体排放比2005年水平分 别减少17％和83％。此外，奥巴马政府把新能源产 业作为摆脱经济衰退、创造就业机会、抢占未来发 展制高点的重要战略产业。
欧盟
欧盟一直是应对气候变化的倡导者，积极推动国际 温室气体减排。 2000年以来，欧盟相继制定了一系列法律、政策、 机制和行动计划，推动其成员国减少温室气体排放， 包括：欧洲气候变化计划(ECCP)、欧盟排放交易体 系(EU ETS)、欧洲新能源政策，等等。 特别是2008年，欧盟委员会提出了《气候变化行动 与可再生能源一揽子计划》，提出3个20％目标，即 2020年温室气体排放减少20％，能效提高20％，可 再生能源比重提高20％，并将低碳经济作为国际合 作的核心要素，极力输出其碳交易规则和碳市场管 理做法，旨在带动欧盟经济向高能效、低排放的方 向转型，并以此引领全球进入“后工业革命”时代。
（二）明确了量化的和可预期的资金机制
再次,协议规定将建立具有发达国家和发展中国家 公平代表性管理机构的多边资金,并通过建立哥本哈根 “绿色气候基金(Copenhagen Green ClimateFund)” 来发放。 最后,协议决定建立一个高水准的工作小组来研究 潜在资金资源的贡献度。尽管协议中发达国家提供资 金的数量距非洲等发展中国家的要求仍有一定差距,资 金来源的表述也没有如发展中国家要求的应主要来自 发达国家的公共资金,但在联合国气候变化谈判中发达 国家首次给出明确的资金支持数额,这还是第一次。
哥本哈根协议
哥本哈根协议简介哥本哈根协议（Copenhagen Accord）是在2009年联合国气候变化大会（COP15）期间达成的一个气候变化协议。
该协议旨在取代《京都议定书》，并成为全球减缓气候变化的重要框架文件。
背景气候变化是全球面临的重大挑战，其影响范围涵盖了环境、经济和社会等各个方面。
为了应对气候变化，国际社会在1992年联合国框架公约上签署了《联合国气候变化公约》（United Nations Framework Convention on Climate Change，简称UNFCCC）。
《联合国气候变化公约》的目标是通过国际合作减缓和适应气候变化，其中最具代表性的就是《京都议定书》。
然而，《京都议定书》在多个方面存在问题。
首先，它只约束了发达国家在减排方面的责任，而没有要求发展中国家采取具体行动。
其次，《京都议定书》签署国家的减排目标和承诺缺乏约束力，导致实际减排效果不尽如人意。
此外，一些重要国家并未加入《京都议定书》，进一步削弱了其影响力。
哥本哈根协议的确立就是为了解决这些问题和不足，为全球减缓气候变化提供更加具有约束力和可持续性的框架。
关键内容1.全球温室气体减排目标：哥本哈根协议要求各国制定和公布自己的温室气体减排目标，并采取相应的措施进行减排。
减排目标的时间范围为2020年到2050年。
2.技术和财务支持：协议鼓励发达国家将技术和财务支持提供给发展中国家，以帮助他们应对气候变化并实现减排目标。
这包括技术转让、气候资金等。
3.透明度和考核：协议要求各国定期报告其减排行动和成果，并接受国际社会的审查和考核。
这有助于确保各国履行自己的减排承诺。
4.气候变化适应：哥本哈根协议认识到气候变化已经不可避免，因此也强调了适应气候变化的重要性。
各国应采取措施来减轻气候变化对生态系统和人类社会的不利影响。
推行和影响哥本哈根协议虽然没有像《京都议定书》那样形成法律约束力，但它对全球气候变化事务产生了重要影响。
英文翻译中国气象局局长解读解读《哥本哈根协议》
中国气象局局长解读《哥本哈根协议》《哥本哈根协议》是国际社会共同应对气候变化迈出的具有重大意义的一步，这个协议至少有以下几个特点:首先，维护了《联合国气候变化框架公约》和《京都议定书》确立的“共同但有区别的责任”原则，坚持了“巴厘路线图”的授权，坚持并维护了《公约》和《议定书》“双轨制”的谈判进程。
其次，在“共同但有区别的责任”原则下，最大范围地将各国纳入了应对气候变化的合作行动，在发达国家实行强制减排和发展中国家采取自主减缓行动方面迈出了新的步伐。
第三，在发达国家提供应对气候变化的资金和技术支持方面取得了积极的进展。
第四，在减缓行动的测量、报告和核实方面，维护了发展中国家的权益。
第五，根据政府间气候变化专门委员会（IPCC）第四次评估报告的科学观点，提出了将全球平均温升控制在工业革命以前2℃的长期行动目标。
12月19日下午，联合国气候变化大会在丹麦哥本哈根落下帷幕。
全世界119个国家的领导人和联合国及其专门机构和组织的负责人出席了会议。
会议的规模及各方面对会议的关注足以体现出国际社会对应对气候变化问题的高度重视，以及加强气候变化国际合作，共同应对挑战的强烈政治意愿，并向世界传递了合作应对气候变化的希望和信心。
经过各方的艰苦磋商，大会分别以《联合国气候变化框架公约》（下称《公约》）及《京都议定书》（下称《议定书》）缔约方大会决定的形式通过了有关的成果文件，决定延续“巴厘路线图”的谈判进程，授权《公约》和《议定书》两个工作组继续进行谈判，并在2010年底完成工作。
会议发表的《哥本哈根协议》是国际社会共同应对气候变化迈出的具有重大意义的一步。
我认为，这个协议至少有以下几个特点。
首先，维护了《公约》和《议定书》确立的“共同但有区别的责任”原则，坚持了“巴厘路线图”的授权，坚持并维护了《公约》和《议定书》“双轨制”的谈判进程，反映了各方自“巴厘路线图”谈判进程启动以来取得的共识，包含了包括中国在内的各方的积极努力。
哥本哈根协定前后的部分国家减排承诺对比
（ ９ ０年 ） １９ 冰 岛
日本
（ ９ ０年 ） １９ 尚未 递 交
２ ％ ５ 无 变 化
１ ％ ５ （ ９ ０年 ） １９
２ ％ ５
（ ９ ０年 ） １９
（ ９ ０年 ） １９
马 绍 尔群 岛
墨 西哥
无减 排 目标
２ ０％ ～ ３ ０％ （ ＢＡＵ）
（ ９ ０年 ） １９
２ ５％ （ ９ ０年 ） １９
１ ６％ （ ＡＵ） Ｂ
新 减 排 目标
无 变 化
挪 威
俄 罗 斯
瑞 士
３ ％／ ０ ０ ４ ％ （ ９ ０年 ） １９
１ ％／ ０ ～２ Ｏ ２％ ５％
３ ％／ ０ ０ ４％ （ ９ ０年 ） １９
强度 （ ０ ５年 ） ２０ ０ ５年 ） ２０
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爱思英语编者按：哥本哈根联合国气候变化大会当地时间18日达成协议文本，文本篇幅很短，简明扼要地列出了12个条款，符合此前预期。
文件没有提及各国的具体温室气体减排目标。
以下是协议文本全文：Full text of the Copenhagen AccordThe Heads of State, Heads of Government, Ministers, and other heads of delegation present at the United Nations Climate Change Conference 2009 in Copenhagen,各国领导人、政府首脑、官员以及其他出席本次在哥本哈根举行的联合国2009年气候变化会议的代表：In pursuit of the ultimate objective of the Convention as stated in its Article 2,Being guided by the principles and provisions of the Convention,Noting the results of work done by the two Ad hoc Working Groups,Endorsing decision x/CP.15 on the Ad hoc Working Group on Long-term Cooperative Action and decision x/CMP.5 that requests the Ad hoc Working Group on Further Commitments of Annex I Parties under the Kyoto Protocol to continue its work,Have agreed on this Copenhagen Accord which is operational immediately.为最终达成本协议第二款所述的会议目标，在会议原则和愿景的指引下，考虑到两个特别工作组的工作成果，我们同意特别工作组关于长期合作行动的x/CP.15号决议，以及继续按照特别工作组x/CMP.5号决议要求，履行附录I根据《京都议定书》列出的各方义务。
我们同意此哥本哈根协议，并立即开始执行。
1. We underline that climate change is one of the greatest challenges of our time. We emphasize our strong political will to urgently combat climate change in accordance with the principle of common but differentiated responsibilities and respective capabilities. To achieve the ultimate objective of the Convention to stabilize greenhouse gas concentration in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, we shall, recognizing the scientific view that the increase in global temperature should be below 2 degrees Celsius, on the basis of equity and in the context of sustainable development, enhance our long-term cooperative action to combat climate change. We recognize the critical impacts of climate change and thepotential impacts of response measures on countries particularly vulnerable to its adverse effects and stress the need to establish a comprehensive adaptation programme including international support.1. 我们强调，气候变化是我们当今面临的最重大挑战之一。
我们强调对抗气候变化的强烈政治意愿，以及“共同但区别的责任”原则。
为最终达成最终的会议目标，稳定温室气体在大气中的浓度以及防止全球气候继续恶化，我们必须在认识到每年全球气候升幅不应超过2摄氏度的科学观点后，在公正和可持续发展的基础上，加强长期合作以对抗气候变化。
我们认识到气候变化的重大影响，以及对一些受害尤其严重的国家的应对措施的潜在影响，并强调建立一个全面的应对计划并争取国际支持的重要性。
2. We agree that deep cuts in global emissions are required according to science, and as documented by the IPCC Fourth Assessment Report with a view to reduce global emissions so as to hold the increase in global temperature below 2 degrees Celsius, and take action to meet this objective consistent with science and on the basis of equity. We should cooperate in achieving the peaking of global and national emissions as soon as possible, recognizing that the time frame for peaking will be longer in developing countries and bearing in mind that social and economic development and poverty eradication are the first and overriding priorities of developing countries and that a low-emission development strategy is indispensable to sustainable development.2. 我们同意，从科学角度出发，必须大幅度减少全球碳排放，并应当依照IPCC第四次评估报告所述愿景，将每年全球气温升幅控制在2摄氏度以下，并在公平的基础上行动起来以达成上述基于科学研究的目标。
我们应该合作起来以尽快实现全球和各国碳排放峰值，我们认识到发展中国家碳排放达到峰值的时间框架可能较长，并且认为社会和经济发展以及消除贫困对于发展中国家来说仍然是首要的以及更为重要的目标，不过低碳排放的发展战略对可持续发展而言是必不可少的。
3. Adaptation to the adverse effects of climate change and the potential impacts of response measures is a challenge faced by all countries. Enhanced action and international cooperation on adaptation is urgently required to ensure the implementation of the Convention by enabling and supporting the implementation of adaptation actions aimed at reducing vulnerability and building resilience in developing countries, especially in those that are particularly vulnerable, especially least developed countries, small island developing States and Africa. We agree that developed countries shall provide adequate, predictable and sustainable financial resources, technology and capacity-building to support the implementation of adaptation action in developing countries.3. 所有国家均面临气候变化的负面影响，为此应当支持并实行旨在降低发展中国家受害程度并加强其应对能力的行动，尤其是最不发达国家和位于小岛屿的发展中国家以及非洲国家，我们认为发达国家应当提供充足的、可预测的和持续的资金资源、技术以及经验，以支持发展中国家实行对抗气候变化举措。
4. Annex I Parties commit to implement individually or jointly the quantified economywide emissions targets for 2020, to be submitted in the format given in Appendix I by Annex I Parties to the secretariat by 31 January 2010 for compilation in an INF document. Annex I Parties that are Party to the Kyoto Protocol will thereby further strengthen the emissions reductions initiated by the Kyoto Protocol. Delivery of reductions and financing by developed countries will be measured, reported and verified in accordance with existing and any further guidelines adopted by the Conference of the Parties, and will ensure that accounting of such targets and finance is rigorous, robust and transparent.4. 附录I各缔约方将在2010年1月31日之前向秘书处提交经济层面量化的2020年排放目标，并承诺单独或者联合执行这些目标。