A319 Captain reported a lack of support in his decision to reject an aircraft due to numerous write-ups.

Narrative

On Day 0 I was called in off of reserve to reposition Aircraft X to ZZZ1. Upon arrival at the aircraft I began to review the maintenance log and discovered the following write ups:SKIN AIR OUTLET VALVESKIN AIR INLET VALVEGROUND EXTERNAL HORNCOCKPIT VOICE RECORDER SYSTEM (CVR)EXTERNAL POWER PANEL ADIRU/AVNCS VENT CAUTION LIGHTLANDING GEAR CONTROL & INTERFACE UNIT NO. 2 (LGCIU 2)BRAKE FAN SYSTEMWEATHER RADAR SYSTEMS-PRED WINDSHEAR DETECT & AVOIDANCE SYSFUEL TANK INERTING SYSTEMCARGO DOOR(S) ELECTRICAL CTRLMINIMUM IDLE ON GROUNDTHRUST REVERSER SYSTEMSI was initially surprised by the number of write ups and the total number of systems involved. I then called into Dispatch and subsequently Maintenance Control to discuss the aircraft status and legality. The discussion with Dispatch and Maintenance ended up centered around deciding which checklist they needed to follow and not discussing any information that would aid my decision making about the airworthiness of the jet. My overall concern was that we were being presented with a comprised airplane to fly that required so much extra attention to MEL procedures and considerations that it would result in a situation that was too far outside the normal operations to be considered safe. I also had concerns with the gusty winds in ZZZ1 at the time of arrival due to the wind shear detection being inoperative. In between phone calls with Dispatch I also had a discussion with the FO (First Officer) about his level of comfort moving the plane. The impression I was left with was that he was also not comfortable with the number of write ups. The flight itself also seemed very unnecessary given that the aircraft was already in a maintenance base. I understand that operational control is the companies prerogative but in a situation like this I also believe that it warrants consideration. Given the totality of the circumstances and lack of support; I felt the safest course of action was to refuse the aircraft. Once the refusal process had been started I was put on a call with a chief pilot. This was less than helpful. I took the call on speaker in order to mentor the FO and help him learn how to deal with these types of situations. Once on the call I attempted to discuss my issues but they were quickly dismissed and I was pressed rather aggressively with what specifically makes you feel unsafe" and other questions of that nature. I reiterated my concerns with the overall situation; the number of MEL's; and the need to move an aircraft in that condition. Around this point in the conversation the FO jumped on to express his concerns as well. The response that we received was taken as insulting and condescending by both of us. At this point I opted to end the call and finalize the refusal as none of my concerns were being addressed and I felt I was being pushed to move a bad aircraft. The support I received from the company representatives was grossly inadequate. I expected the call with a chief pilot to be supportive in nature. If I would've heard something along the lines of "I hear your concerns; let's work through the write ups together and see if we can address them" I feel that this all could've been mitigated and I would've accepted the aircraft. But; with the response and level of support I received; I felt backed into a corner with no other viable response."