Law of Sea (6 Files Merged)
Law of Sea (6 Files Merged)
Law of Sea (6 Files Merged)
The contiguous zone is the part of the sea that is outside and
adjacent to the territorial waters of a coastal country.
This is not the object of a subsidiary, but in this coastal
country, they can exercise certain jurisdictional rights. The
concept of an adjacent zone develops because countries cannot
effectively protect all their interests because of the limited
interference on the territorial sea.
The 1982 convention established the concept of an exclusive
economic zone (EEZ) which fully covers the contiguous
zones.
According to Article 33 of the 1982 Convention, Contiguous
zone must not be more than 24 nautical miles from the baseline
where the territorial sea area is measured. Thus the area of the
contiguous area is 12 miles from the territorial sea.
Continental Shelf
According to W.Friedman, the continental shelf can be
defined as the zone around the continent that extends from
a low water line to depth and usually marked towards
greater depth.
What is commonly referred to as a “continental shelf” is a
sloping platform that covers continents and islands. This is
a submerged seabed that borders continental landmass and
is found as an extension or part of that land. It usually
extends to a depth of about 200 meters.
The coastal countries have limited sovereignty rights on
the continental shelf to explore and use “natural
resources”, not sovereignty.
Exclusive Economic Zone
An exclusive economic zone is a sea zone prescribed by
UNCLOS, over which a State has several rights regarding the
exploration and use of marine resources including energy
production from water and wind.
It stretches from the baseline, until 200 nautical miles (370.4
km) from its coast. In geographical terms, the EEZ may also
include the continental shelf.
The main difference between the territorial sea (12-mile rule)
and the exclusive economic zone is that while territorial sea
confers full sovereignty over the waters, EEZ is merely a
sovereign right which refers to coastal State right below the
surface of the sea.
An example of an exclusive economic zone is the Bombay
High, between 73 to 74 nautical miles of the Indian coast
which is used for oil exploration by the Indian government.
Flag State Rule
The high seas mean, all the parts which are not coming under
EEZ, territory or inland waters of a country. This rule was
formulated by Grotius in his maxim on “Mare Liberum” in
1609 and claimed that the sea could not be owned by anyone.
As a result, all States supported that ships can go and use
freedom of navigation, fight, fishing and building artificial
islands etc. But, the command has been considerably changed
under the convention on the Law of the sea of 1982.
Article 87(2) of the convention lays down the limitation of the
general nature on the freedom of high seas by stating that the
freedom of the high seas “shall be exercised with due regard to
the interests of other States in their exercise of the freedom of
high seas”.
Shipping and fishing are the main areas of the sea.
Depending on human development, there were many cases
of the use of technology, and sometimes they attempted to
satisfy the needs of human beings.
Many other resources and minerals, natural gas, oil, sand
and gravel, diamonds, gold and other resources were made
from the seabed.
With the development of trade in the 20th century and the
inexhaustible realization of sea use, the classic principle of
“Freedom of the Sea ” was pushed into the background
Law of the Sea, branch of international law concerned
with public order at sea. Much of this law is codified
in the United Nations Convention on the Law of the
Sea, signed Dec. 10, 1982.
The convention, described as a “constitution for the
oceans,” represents an attempt to codify international
law regarding territorial waters, sea-lanes,
and ocean resources.
It came into force in 1994 after it had been ratified by
the requisite 60 countries; by the early 21st century the
convention had been ratified by more than 150
countries.
United Nations Convention on the Law of the Sea United
Nations Convention on the Law of the Sea
Article 3, Breadth of the territorial sea
Every State has the right to establish the breadth of its
territorial sea up to a limit not exceeding 12 nautical miles,
measured from baselines determined in accordance with this
Convention
Article 4 Outer limit of the territorial sea
The outer limit of the territorial sea is the line every point of
which is at a distance from the nearest point of the baseline
equal to the breadth of the territorial sea.
Article 5 Normal baseline
Except where otherwise provided in this Convention, the
normal baseline for measuring the breadth of the territorial
sea is the low-water line along the coast as marked on large-
scale charts officially recognized by the coastal State.
INNOCENT PASSAGE IN THE TERRITORIAL SEA
Article 17 Right of innocent passage
Subject to this Convention, ships of all States, whether coastal or land-
locked, enjoy the right of innocent passage through the territorial sea.
Article 18 Meaning of passage,
1. Passage means navigation through the territorial sea for the purpose
of: (a) traversing that sea without entering internal waters or calling at a
roadstead or port facility outside internal waters; or (b) proceeding to
or from internal waters or a call at such roadstead or port facility.
2. Passage shall be continuous and expeditious. However, passage
includes stopping and anchoring, but only in so far as the same are
incidental to ordinary navigation or are rendered necessary by force
majeure or distress or for the purpose of rendering assistance to
persons, ships or aircraft in danger or distress
Article 19 Meaning of innocent passage
1. Passage is innocent so long as it is not prejudicial to the peace, good order or security of the
coastal State. Such passage shall take place in conformity with this Convention and with other
rules of international law.
2. Passage of a foreign ship shall be considered to be prejudicial to the peace, good order or
security of the coastal State if in the territorial sea it engages in any of the following activities:
(a) any threat or use of force against the sovereignty, territorial integrity or political
independence of the coastal State, or in any other manner in violation of the principles of
international law embodied in the Charter of the United Nations;
(b) any exercise or practice with weapons of any kind;
(c) any act aimed at collecting information to the prejudice of the defence or security of the
coastal State;
(d) any act of propaganda aimed at affecting the defence or security of the coastal State;
(e) the launching, landing or taking on board of any aircraft;
(f) the launching, landing or taking on board of any military device;
(g) the loading or unloading of any commodity, currency or person contrary to the customs,
fiscal, immigration or sanitary laws and regulations of the coastal State;
(h) any act of wilful and serious pollution contrary to this Convention;
(i) any fishing activities;
(j) the carrying out of research or survey activities;
(k) any act aimed at interfering with any systems of communication or any other facilities or
installations of the coastal State; (l) any other activity not having a direct bearing on passage.
Article 20 Submarines and other underwater vehicles
In the territorial sea, submarines and other underwater
vehicles are required to navigate on the surface and to show
their flag.
Article 21 Laws and regulations of the coastal State relating to innocent passage
1. The coastal State may adopt laws and regulations, in conformity with the
provisions of this Convention and other rules of international law, relating to
innocent passage through the territorial sea, in respect of all or any of the
following:
(a) the safety of navigation and the regulation of maritime traffic; (b) the
protection of navigational aids and facilities and other facilities or installations;
(c) the protection of cables and pipelines; (d) the conservation of the living
resources of the sea; (e) the prevention of infringement of the fisheries laws
and regulations of the coastal State; (f) the preservation of the environment of
the coastal State and the prevention, reduction and control of pollution
thereof; (g) marine scientific research and hydrographic surveys; (h) the
prevention of infringement of the customs, fiscal, immigration or sanitary laws
and regulations of the coastal State.
2. Such laws and regulations shall not apply to the design, construction,
manning or equipment of foreign ships unless they are giving effect to
generally accepted international rules or standards.
3. The coastal State shall give due publicity to all such laws and regulations.
4. Foreign ships exercising the right of innocent passage through the territorial
sea shall comply with all such laws and regulations and all generally accepted
international regulations relating to the prevention of collisions at sea.
RULES APPLICABLE TO MERCHANT SHIPS AND
GOVERNMENT SHIPS OPERATED FOR COMMERCIAL
PURPOSES
Article 27 Criminal jurisdiction on board a foreign ship
1. The criminal jurisdiction of the coastal State should not be
exercised on board a foreign ship passing through the territorial
sea to arrest any person or to conduct any investigation in
connection with any crime committed on board the ship during its
passage, save only in the following cases:
(a) if the consequences of the crime extend to the coastal State;
(b) if the crime is of a kind to disturb the peace of the country or
the good order of the territorial sea;
(c) if the assistance of the local authorities has been requested by
the master of the ship or by a diplomatic agent or consular officer
of the flag State; or
(d) if such measures are necessary for the suppression of illicit
traffic in narcotic drugs or psychotropic substances
2. The above provisions do not affect the right of the coastal State to take
any steps authorized by its laws for the purpose of an arrest or
investigation on board a foreign ship passing through the territorial sea
after leaving internal waters.
3. In the cases provided for in paragraphs 1 and 2, the coastal State
shall, if the master so requests, notify a diplomatic agent or consular
officer of the flag State before taking any steps, and shall facilitate
contact between such agent or officer and the ship's crew. In cases of
emergency this notification may be communicated while the measures
are being taken.
4. In considering whether or in what manner an arrest should be made,
the local authorities shall have due regard to the interests of navigation.
5. Except as provided in Part XII or with respect to violations of laws
and regulations adopted in accordance with Part V, the coastal State may
not take any steps on board a foreign ship passing through the territorial
sea to arrest any person or to conduct any investigation in connection
with any crime committed before the ship entered the territorial sea, if
the ship, proceeding from a foreign port, is only passing through the
territorial sea without entering internal waters.
Article 28 Civil jurisdiction in relation to foreign
ships
1. The coastal State should not stop or divert a foreign ship passing
through the territorial sea for the purpose of exercising civil
jurisdiction in relation to a person on board the ship.
2. The coastal State may not levy execution against or arrest the
ship for the purpose of any civil proceedings, save only in respect
of obligations or liabilities assumed or incurred by the ship itself in
the course or for the purpose of its voyage through the waters of
the coastal State.
3. Paragraph 2 is without prejudice to the right of the coastal
State, in accordance with its laws, to levy execution against or to
arrest, for the purpose of any civil proceedings, a foreign ship
lying in the territorial sea, or passing through the territorial sea
after leaving internal waters.
WARSHIPS AND OTHER GOVERNMENT SHIPS
OPERATED FOR NON-COMMERCIAL PURPOSES
Article 29 Definition of warships
For the purposes of this Convention, "warship" means a ship belonging
to the armed forces of a State bearing the external marks distinguishing
such ships of its nationality, under the command of an officer duly
commissioned by the government of the State and whose name appears
in the appropriate service list or its equivalent, and manned by a crew
which is under regular armed forces disciplin.
Article 31 Responsibility of the flag State for damage caused by a
warship or other government ship operated for non-commercial
purposes
The flag State shall bear international responsibility for any loss or
damage to the coastal State resulting from the non-compliance by a
warship or other government ship operated for non-commercial
purposes with the laws and regulations of the coastal State concerning
passage through the territorial sea or with the provisions of this
Convention or other rules of international law.
CONTIGUOUS ZONE
Article 33 Contiguous zone
1. In a zone contiguous to its territorial sea, described as the
contiguous zone, the coastal State may exercise the control
necessary to:
(a) prevent infringement of its customs, fiscal, immigration or
sanitary laws and regulations within its territory or territorial sea;
(b) punish infringement of the above laws and regulations
committed within its territory or territorial sea.
2. The contiguous zone may not extend beyond 24 nautical miles
from the baselines from which the breadth of the territorial sea is
measured.
STRAITS
Article 34 Legal status of waters forming straits used for
international navigation
1. The regime of passage through straits used for
international navigation established in this Part shall not in
other respects affect the legal status of the waters forming
such straits or the exercise by the States bordering the straits
of their sovereignty or jurisdiction over such waters and their
air space, bed and subsoil.
2. The sovereignty or jurisdiction of the States bordering the
straits is exercised subject to this Part and to other rules of
international law
Article 38 Right of transit passage
1. In straits referred to in article 37, all ships and aircraft enjoy the right
of transit passage, which shall not be impeded; except that, if the strait
is formed by an island of a State bordering the strait and its mainland,
transit passage shall not apply if there exists seaward of the island a
route through the high seas or through an exclusive economic zone of
similar convenience with respect to navigational and hydrographical
characteristics.
2. Transit passage means the exercise in accordance with this Part of the
freedom of navigation and overflight solely for the purpose of
continuous and expeditious transit of the strait between one part of the
high seas or an exclusive economic zone and another part of the high
seas or an exclusive economic zone. However, the requirement of
continuous and expeditious transit does not preclude passage through
the strait for the purpose of entering, leaving or returning from a State
bordering the strait, subject to the conditions of entry to that State.
3. Any activity which is not an exercise of the right of transit passage
through a strait remains subject to the other applicable provisions of this
Convention. A
Article 39 Duties of ships and aircraft during transit passage
1. Ships and aircraft, while exercising the right of transit passage, shall:
(a) proceed without delay through or over the strait;
(b) refrain from any threat or use of force against the sovereignty, territorial integrity or
political independence of States bordering the strait, or in any other manner in violation of the
principles of international law embodied in the Charter of the United Nations;
(c) refrain from any activities other than those incident to their normal modes of continuous and
expeditious transit unless rendered necessary by force majeure or by distress;
(d) comply with other relevant provisions of this Part.
2. Ships in transit passage shall:
(a) comply with generally accepted international regulations, procedures and practices for safety
at sea, including the International Regulations for Preventing Collisions at Sea;
(b) comply with generally accepted international regulations, procedures and practices for the
prevention, reduction and control of pollution from ships.
3. Aircraft in transit passage shall:
(a) observe the Rules of the Air established by the International Civil Aviation Organization as
they apply to civil aircraft; state aircraft will normally comply with such safety measures and will
at all times operate with due regard for the safety of navigation;
(b) at all times monitor the radio frequency assigned by the competent internationally designated
air traffic control authority or the appropriate international distress radio frequency
ARCHIPELAGIC STATES
The Bahamas, Fiji, Indonesia, Papua New Guinea and the Philippines
EXCLUSIVE ECONOMIC ZONE
1. The coastal State exercises over the continental shelf sovereign rights
for the purpose of exploring it and exploiting its natural resources.
2. The rights referred to in paragraph 1 are exclusive in the sense that if
the coastal State does not explore the continental shelf or exploit its
natural resources, no one may undertake these activities without the
express consent of the coastal State.
3. The rights of the coastal State over the continental shelf do not
depend on occupation, effective or notional, or on any express
proclamation.
4. The natural resources referred to in this Part consist of the mineral
and other non-living resources of the seabed and subsoil together with
living organisms belonging to sedentary species, that is to say, organisms
which, at the harvestable stage, either are immobile on or under the
seabed or are unable to move except in constant physical contact with
the seabed or the subsoil.
Article 69 Right of land-locked States
1. Land-locked States shall have the right to participate, on an equitable basis, in the
exploitation of an appropriate part of the surplus of the living resources of the
exclusive economic zones of coastal States of the same subregion or region, taking
into account the relevant economic and geographical circumstances of all the States
concerned and in conformity with the provisions of this article and of articles 61 and
62.
2. The terms and modalities of such participation shall be established by the States
concerned through bilateral, subregional or regional agreements taking into account,
inter alia:
(a) the need to avoid effects detrimental to fishing communities or fishing industries
of the coastal State;
(b) the extent to which the land-locked State, in accordance with the provisions of
this article, is participating or is entitled to participate under existing bilateral,
subregional or regional agreements in the exploitation of living resources of the
exclusive economic zones of other coastal States;
(c) the extent to which other land-locked States and geographically disadvantaged
States are participating in the exploitation of the living resources of the exclusive
economic zone of the coastal State and the consequent need to avoid a particular
burden for any single coastal State or a part of it;
(d) the nutritional needs of the populations of the respective States
3. When the harvesting capacity of a coastal State approaches a point which
would enable it to harvest the entire allowable catch of the living resources in
its exclusive economic zone, the coastal State and other States concerned shall
cooperate in the establishment of equitable arrangements on a bilateral,
subregional or regional basis to allow for participation of developing land-
locked States of the same subregion or region in the exploitation of the living
resources of the exclusive economic zones of coastal States of the subregion or
region, as may be appropriate in the circumstances and on terms satisfactory to
all parties. In the implementation of this provision the factors mentioned in
paragraph 2 shall also be taken into account.
4. Developed land-locked States shall, under the provisions of this article, be
entitled to participate in the exploitation of living resources only in the
exclusive economic zones of developed coastal States of the same subregion or
region having regard to the extent to which the coastal State, in giving access to
other States to the living resources of its exclusive economic zone, has taken
into account the need to minimize detrimental effects on fishing communities
and economic dislocation in States whose nationals have habitually fished in the
zone
5. The above provisions are without prejudice to arrangements agreed upon in
subregions or regions where the coastal States may grant to land-locked States
of the same subregion or region equal or preferential rights for the exploitation
of the living resources in the exclusive economic zones.
Article 70, Right of geographically disadvantaged States
Fact of Case,
The dispute, was submitted to the Court on 20 February1967,
related to the delimitation of the continental shelf between the
Federal Republic of Germany and Denmark on the one hand, and
between the Federal Republic of Germany and the Netherlands on
the other
Both Denmark and the Netherlands submitted an individual
dispute with Germany to the ICJ involving claims to the North
Sea Continental Shelf.
These two separate claims were joined by the ICJ, and decided as
one case. The parties sought a method by which the Continental
Shelf could be fairly delimited. All parties agreed the Court was
not to physically apportion claims, but merely prescribe a method
of delimitation for the parties to follow
That the boundaries between their respective areas of the continental
shelf in the North Sea and the area claimed by the Federal Republic of
Germany (D), should be determined by the application of the principle
of equidistance as set forth in Article 6 of the Geneva Convention of
1958 on the Continental Shelf, which by January 1, 1969 had been
ratified or acceded to by 39 states but to which Germany was not a
party, was the basis of Denmark’s (D) and the Netherland’s (P)
contention.
Because the use of the delimitation method was not merely a
conventional obligation, but a rule that was part of the corpus of
general international law and like other rules of general or customary
international law, which was binding automatically on Germany (D),
independent of any specific assent, direct or indirect, given by
Germany (D), Denmark (P) and the Netherland’s (P) contended that
Germany (D) was bound to accept the delimitation on an equidistance
basis.
Netherlands and Denmark had drawn partial boundary lines
based on the equidistance principle (A-B and C-D). An
agreement on further prolongation of the boundary proved
difficult because Denmark and Netherlands wanted this
prolongation to take place based on the equidistance
principle (B-E and D-E)
where as Germany was of the view that, together, these two
boundaries would produce an inequitable result for her.
Germany stated that due to its concave coastline, such a line
would result in her loosing out on her share of the
continental shelf based on proportionality to the length of its
North Sea coastline.
The Court had to decide the principles and rules of
international law applicable to this delimitation. In doing so,
the Court had to decide if the principles espoused by the
parties were binding on the parties either through treaty law
or customary international law.
Questions before the Court
Is Germany under a legal obligation to accept the
equidistance-special circumstances principle, contained in
Article 6 of the Geneva Convention on the Continental Shelf
of 1958, either as a customary international law rule or on
the basis of the Geneva Convention?
Court’s Decision
The use of the equidistance method had not crystallised into
customary law and the method was not obligatory for the
delimitation of the areas in the North Sea related to the
present proceedings.
The Court found that the Geneva Convention is not binding
on German, as it did not ratify it.
While the Geneva Convention does call for the rule of
equidistance, the Court found that the Geneva Convention
was not binding upon Germany. Moreover, the stipulations
outlined in the Geneva Convention would have allowed
Germany to opt out in this area, so its membership in the
treaty is a moot point.
Upon inspection of the language of both the Geneva Convention and the
Truman Proclamation, equidistance was found to be a last resort rather
than an a priori rule. Also looking to these sources, the Court rejected
claims which included equidistance in customary international law.
Theses texts which originally included the rule of equidistance only did
so for secondary purposes, and the utilization of it was insufficient to
prove it to be either customary international law, or a general law of
practicality. The Court also pointed out mathematical problems of
contradiction under the rule
The Court rejected Germany’s claim of proportional apportionment
because doing so would intrude upon the natural claims due to States
based on natural prolongations of land. Also, the Court’s role was to
outline a mechanism of delimitation only
The Court found, therefore, that the two parties must draw up an
agreement taking both the maximization of area and proportionality into
account. These were to be based upon “equitable principles.” The holding
here is somewhat inconclusive, but the opinion is significant to
international law, regardless
Principles
Article 6 of the Geneva Convention stated that unless the parties had
already agreed on a method for delimitation or unless special
circumstances exist, the equidistance method would apply. Germany had
signed, but not ratified, the Geneva Convention, while Netherlands and
Denmark were parties to the Convention. The latter two States argued
that while Germany is not a party to the Convention (not having ratified
it), she was still bound by Article 6 of the Convention because:
“…(1) by conduct, by public statements and proclamations, and in other ways, the
Republic has unilaterally assumed the obligations of the Convention; or has
manifested its acceptance of the conventional regime; or has recognized it as being
generally applicable to the delimitation of continental shelf areas…
(2) the Federal Republic had held itself out as so assuming, accepting or
recognizing, in such a manner as to cause other States, and in particular Denmark
and the Netherlands, to rely on the attitude thus taken up” (the latter is called
the principle of estoppel).
The Court rejected the first argument. It said that only a ‘very definite
very consistent course of conduct on the part of a State would allow the
Court to presume that the State had somehow become bound by a treaty
(by a means other than in the formal manner: i.e. ratification) when the
State was ‘at all times fully able and entitled to…’ accept the treaty
commitments in a formal manner. The Court held that Germany had not
unilaterally assumed obligations under the Convention. The court also
took notice of the fact that even if Germany ratified the treaty, she had
the option of entering into a reservation on Article 6, following which
that particular article would no longer be applicable to Germany (in
other words, even if one were to assume that Germany had intended to
become a party to the Convention, it does not presuppose that it would
have also undertaken those obligations contained in Article 6).
The Court held that the existence of a situation of estoppel would have
allowed Article 6 to become binding on Germany – but held that
Germany’s action did not support an argument for estoppel. The Court
also held that the mere fact that Germany may not have specifically
objected to the equidistance principle as contained in Article 6, is not
sufficient to state that the principle is now binding upon it.
Nature of the customary international law obligation: Is Germany
bound by the provisions of Article 6 of the Geneva Convention in so
far as they reflect customary international law?
Netherlands and Denmark argued that Article 6 also
reflected ‘the accepted rule of general international law on
the subject of continental shelf delimitation’ and that it
existed independently of the Convention. Therefore, they
argued, Germany is bound by the subject matter of Article
6 by way of customary international law.
To decide if the equidistance principle bound Germany by
way of customary international law, the Court examined (1)
the status of the principle contained in Article 6 as it stood
when the Convention was being drawn up; and (2) its status
after the Convention came into force
Did the provisions in Article 6 on the equidistance principle attain the
customary law status after the Convention came into force?
For a customary rule to emerge the Court held that it needed:
(1) very widespread and representative participation in the
Convention, including States whose interests were specially
affected (in this case, they were coastal States) (i.e. generality);
and
(2) virtually uniform practice (i.e. consistent and uniform usage)
undertaken in a manner that demonstrates
(3) a general recognition of the rule of law or legal obligation (i.e.
opinio juries). In the North Sea Continental Shelf cases the court
held that the passage of a considerable period of time was
unnecessary (i.e. duration) for the formation of a customary law.
International Tribunal for the Law of the Sea
General provisions
1. The International Tribunal for the Law of the Sea is constituted
and shall function in accordance with the provisions of this
Convention and this Statute.
2. The seat of the Tribunal shall be in the Free and Hanseatic City
of Hamburg in the Federal Republic of Germany.
3. The Tribunal may sit and exercise its functions elsewhere
whenever it considers this desirable.
4. A reference of a dispute to the Tribunal shall be governed by the
provisions of Parts XI and XV.
Article 2 Composition
1. Each State Party may nominate not more than two persons having the qualifications
prescribed in article 2 of this Annex. The members of the Tribunal shall be elected
from the list of persons thus nominated.
2. At least three months before the date of the election, the Secretary-General of the
United Nations in the case of the first election and the Registrar of the Tribunal in the
case of subsequent elections shall address a written invitation to the States Parties to
submit their nominations for members of the Tribunal within two months. He shall
prepare a list in alphabetical order of all the persons thus nominated, with an
indication of the States Parties which have nominated them, and shall submit it to the
States Parties before the seventh day of the last month before the date of each
election.
3. The first election shall be held within six months of the date of entry into force of
this Convention
4. The members of the Tribunal shall be elected by secret ballot. Elections shall be held
at a meeting of the States Parties convened by the Secretary-General of the United
Nations in the case of the first election and by a procedure agreed to by the States
Parties in the case of subsequent elections. Two thirds of the States Parties shall
constitute a quorum at that meeting. The persons elected to the Tribunal shall be those
nominees who obtain the largest number of votes and a two-thirds majority of the
States Parties present and voting, provided that such majority includes a majority of
the States Parties
Article 5 Term of office
1. The members of the Tribunal shall be elected for nine years and may
be re-elected; provided, however, that of the members elected at the
first election, the terms of seven members shall expire at the end of
three years and the terms of seven more members shall expire at the end
of six years.
2. The members of the Tribunal whose terms are to expire at the end of
the above-mentioned initial periods of three and six years shall be
chosen by lot to be drawn by the Secretary-General of the United
Nations immediately after the first election.
3. The members of the Tribunal shall continue to discharge their duties
until their places have been filled. Though replaced, they shall finish any
proceedings which they may have begun before the date of their
replacement.
4. In the case of the resignation of a member of the Tribunal, the letter
of resignation shall be addressed to the President of the Tribunal.The
place becomes vacant on the receipt of that letter.
Article 7 Incompatible activities
1. No member of the Tribunal may exercise any political or
administrative function, or associate actively with or be
financially interested in any of the operations of any
enterprise concerned with the exploration for or
exploitation of the resources of the sea or the seabed or other
commercial use of the sea or the seabed.
2. No member of the Tribunal may act as agent, counsel or
advocate in any case.
3. Any doubt on these points shall be resolved by decision of
the majority of the other members of the Tribunal present.
Article 8 Conditions relating to participation of members in a
particular case
1. No member of the Tribunal may participate in the decision of
any case in which he has previously taken part as agent, counsel or
advocate for one of the parties, or as a member of a national or
international court or tribunal, or in any other capacity.
2. If, for some special reason, a member of the Tribunal considers
that he should not take part in the decision of a particular case, he
shall so inform the President of the Tribunal.
3. If the President considers that for some special reason one of
the members of the Tribunal should not sit in a particular case, he
shall give him notice accordingly.
4. Any doubt on these points shall be resolved by decision of the
majority of the other members of the Tribunal present
Article 12 President, Vice-President and Registrar
1. The Tribunal shall elect its President and Vice-President for three years; they
may be re-elected.
2. The Tribunal shall appoint its Registrar and may provide for the appointment
of such other officers as may be necessary.
3. The President and the Registrar shall reside at the seat of the Tribunal.
Article 13 Quorum
1. All available members of the Tribunal shall sit; a quorum of 11 elected
members shall be required to constitute the Tribunal.
2. Subject to article 17 of this Annex, the Tribunal shall determine which
members are available to constitute the Tribunal for the consideration of a
particular dispute, having regard to the effective functioning of the chambers as
provided for in articles 14 and 15 of this Annex.
3. All disputes and applications submitted to the Tribunal shall be heard and
determined by the Tribunal, unless article 14 of this Annex applies, or the
parties request that it shall be dealt with in accordance with article 15 of this
Annex.
Article 14 Seabed Disputes Chamber
A Seabed Disputes Chamber shall be established in accordance with the
provisions of section 4 of this Annex. Its jurisdiction, powers and functions
shall be as provided for in Part XI, section 5.
Article 15 Special chambers
1. The Tribunal may form such chambers, composed of three or more of its
elected members, as it considers necessary for dealing with particular
categories of disputes.
2. The Tribunal shall form a chamber for dealing with a particular dispute
submitted to it if the parties so request. The composition of such a chamber
shall be determined by the Tribunal with the approval of the parties.
3. With a view to the speedy dispatch of business, the Tribunal shall form
annually a chamber composed of five of its elected members which may hear
and determine disputes by summary procedure. Two alternative members shall
be selected for the purpose of replacing members who are unable to
participate in a particular proceeding.
4. Disputes shall be heard and determined by the chambers provided for in this
article if the parties so request.
5. A judgment given by any of the chambers provided for in this article and in
article 14 of this Annex shall be considered as rendered by the Tribunal.
COMPETENCE Article 20 Access to the Tribunal
1. The Tribunal shall be open to States Parties.
2. The Tribunal shall be open to entities other than States Parties in
any case expressly provided for in Part XI or in any case submitted
pursuant to any other agreement conferring jurisdiction on the
Tribunal which is accepted by all the parties to that case.
Article 21 Jurisdiction
The jurisdiction of the Tribunal comprises all disputes and all
applications submitted to it in accordance with this Convention and
all matters specifically provided for in any other agreement which
confers jurisdiction on the Tribunal.
SECTION 4. SEABED DISPUTES CHAMBER Article 35 Composition 1. The Seabed
Disputes Chamber referred to in article 14 of this Annex shall be composed of 11
members, selected by a majority of the elected members of the Tribunal from among
them.
2. In the selection of the members of the Chamber, the representation of the principal
legal systems of the world and equitable geographical distribution shall be assured. The
Assembly of the Authority may adopt recommendations of a general nature relating to
such representation and distribution.
3. The members of the Chamber shall be selected every three years and may be
selected for a second term.
4. The Chamber shall elect its President from among its members, who shall serve for
the term for which the Chamber has been selected.
5. If any proceedings are still pending at the end of any three-year period for which the
Chamber has been selected, the Chamber shall complete the proceedings in its original
composition.
6. If a vacancy occurs in the Chamber, the Tribunal shall select a successor from among
its elected members, who shall hold office for the remainder of his predecessor's term.
7. A quorum of seven of the members selected by the Tribunal shall be required to
constitute the Chamber.
Article 36 Ad hoc chambers
1. The Seabed Disputes Chamber shall form an ad hoc chamber,
composed of three of its members, for dealing with a particular dispute
submitted to it in accordance with article 188, paragraph 1(b). The
composition of such a chamber shall be determined by the Seabed
Disputes Chamber with the approval of the parties.
2. If the parties do not agree on the composition of an ad hoc chamber,
each party to the dispute shall appoint one member, and the third
member shall be appointed by them in agreement. If they disagree, or if
any party fails to make an appointment, the President of the Seabed
Disputes Chamber shall promptly make the appointment or
appointments from among its members, after consultation with the
parties.
3. Members of the ad hoc chamber must not be in the service of, or
nationals of, any of the parties to the dispute.
SETTLEMENT OF DISPUTES AND ADVISORY OPINIONS
Internationally all these Treaties are binding upon the contracting parties and
constitute the international legal regime for Outer space activities
USES OF SPACE TECHNOLOGY
Communication
Transfer of large quantum of information over great distances
TV, mobile phone & Internet, Connecting the people in the remote
areas - Ships or aircrafts / where wire communication is not
possible
Remote Sensing
Study of earth and its resources
Military purpose
Tracking the movements of large groups of refugees
Operations in the remote areas like dense forests
Meteorology
Information as to fires, effects of pollution, sand and dust storms,
snow cover, ice mapping, boundaries of ocean, energy flows,
hurricanes, tsunamis, typhoons, detection of changes in the Earth's
vegetation etc
Detection of the ozone depletion & deforestation
Navigation
Positioning of aircrafts, ships or other vehicles
Global Positioning System
Helps in transportation, traffic control, as well as search and rescue
missions
Collection of Solar Power
Solar power satellites - Renewable energy source with zero emission and
no waste
Receives more intense sunlight
Telemedicine
Real-time consultation through video conferencing
Beneficial for populations living in isolated communities and remote
regions
Tele-education
Real-time online classes
Space Research
International Space Station - Protein crystal studies
Possible treatments for cancer, diabetes, emphysema and immune system
disorders etc.
TREATIES ON OUTER SPACE
Private
Public International
Domestic Law International
Aviation/space Law
Aviation Law
1783 - First hot-air balloon constructed by Montgolfier
brothers
1784 - Paris police decree
1785 - Crossing the English Channel
1822 - First case of tort by aviation in US
1865 - Aerial Navigation company
1889 - Conference on air law at Paris
1889 - Hague Conference - Prohibition on discharge of
projectiles from balloons
1902 - Draft code of international air law
1903 - First engine driven flight
1907 - Hague Peace Conference - Reluctance of states
1910 - Paris Conference - Code of international air law -
Not finally agreed
National legislations
First World War - Widespread military use of aircrafts
Huge increase in aero planes - Britain 12 (1914) to 22,000
(1918)
22nd March 1919 - First regular service for international
transport by air (Paris & Brussels)
Paris Peace Conference 1919 - Convention rules on flight of
aircrafts - US did not ratify
1926 - Ibero-American Convention
1928 - Pan-American Aviation Convention
1929 - Warsaw Convention
1933 - Rome Convention to deal with surface damage
II World War - Flying was restricted all over the world
1944 - Chicago Conference - 52 delegations
6 May 1947 - ICAO started functioning (Montreal)
Liability regime strengthened
Norms to prevent crimes on board
Freedom v. Sovereignty
Should it be the public international law or conflict of laws?
Four theories
Absolute freedom - Fauchille
Lower territorial airspace & higher free airspace
Complete sovereignty over airspace
Sovereignty subject to innocent passage
First World War - Importance of aerial navigation &
potential danger to subjacent state & its inhabitants
Paris Convention 1919 - “…every Power has complete and
exclusive sovereignty over the airspace above its territory”
Reaffirmed in Chicago Convention 1944
So international conventions in some cases have created
public international law and in other cases uniform rules
designed for incorporation in the municipal law
THE CHICAGO CONVENTION 1944 & FUNDAMENTAL
PRINCIPLES
1 Nov. 1944 - Britain-US initiative - Allied & neutral powers
called
American trend - Freedom of competition
British trend - International Organization
Canadian trend - Elaborate version of British
Australian & New Zealand trend - Internationalization of major
airlines
Sovereignty of states reaffirmed - 52 states signed
Applicable to only civil aircrafts
Freedom of movement - Transit Agreement & Transport
Agreement
Freedom to fly over
Freedom to land for non-traffic purposes (technical landing)
Freedom to carry the passengers & cargo from the territory of
nationality of aircraft to a foreign state
Freedom to take on passengers & cargo destined to the state
of nationality
Freedom to carry passengers & cargo between two foreign
states
Art. 9 - Ban or restrictions to fly over for reasons of
military necessity or public safety
Scheduled and Non-Scheduled Air Traffic
Scheduled flights - According to published timetable - Art.
6 authorization
Non-scheduled - Art. 5 freedom & flexibility
Increased non-scheduled flights - Norms to regulate
Agreement on Commercial Rights of Non-scheduled Air
Services in Europe 1956 - States’ duty to admit on certain
occasions (Art. 2)
Public international aviation law
France called Conference in 1910, identified issues of aviation
Paris Convention, Convention relating to Regulate Aerial Navigation 1919,
Recognition of air space of respective State
Chicago Conference 1944
Private International Aviation law
In 1925 French called first conference on private International
Law, adopted draft Convention and CITEJA
Second International private Air law Conference was called
1929, Warsaw Convention 1929
Hague Protocol 1955
Montreal Convention 1999
India is party to all important treaties on Int. civil aviation and
to implement most of these treaties it also made enabling
legislations which include:
Air Ships Act 1911
Aircraft Rules (Custom)1920
Aircraft Act, 1934
Aircraft Rules, 1937
Air Corporations Act 1953
Aircraft Public Health Rules 1954
Carriage by Air Act, 1972
to provide for the transport requirements of foreign
commerce
To promote tourism sector
to provide employment and earn foreign exchange
to meet the needs of the postal system
to create the conditions for a viable, healthy air
transport sector
to aid in national development
to serve national defence.
to meet disaster assistance needs etc.
Legislative component ( making of laws, policies,
rules and regulations, and these rules for granting or
denying of permission etc.)
Organizational Component, Ministry of Civil
Aviation and various other agencies like DGCA, Air
India, Indian, other private airlines and AAI provides
infrastructure
Tokyo Convention 1975
Anti-Hijacking Act, 1982
Unlawful Seizure against the Safety of Civil Aviation 1982
Air Corporations (Transfer of Undertakings and Repeal) Act 1994
The Aircraft (Demolition of obstructions caused by Buildings and
Trees etc.) Rules, 1994 Airport Authority Act 1994
The Aircraft (Carriage of Dangerous Goods) Rules, 2003
The AERA 2008
Carriage by Air Act (Amended) 2009
Domestic Implementation of Annexure 17 to Chicago convention
2014 Notification superseding the 1973 Notification
Application of Consumer Protection Act
The Ministry of Civil Aviation ( MCA) is the nodal Ministry
responsible for the formulation of policy and regulation of civil
aviation in India.
The MCA oversees the planning and implementation of schemes for
the growth and expansion of civil air transport, airport facilities, air
traffic services and carriage of passengers and goods by air.
The following are the principal regulatory authorities functioning under
the authority of the MCA:
DGCA
AAI
BCAS
Metrology
Airlines
Scheduled operators
non scheduled operators
The Directorate General of Civil Aviation ( DGCA) enforces civil air
regulations, regulates air transport services, air safety and airworthiness
standards.
The DGCA draws its authority from the Aircraft Act and Rules and
performs functions like issuance of licences, approvals, certificates and
permits.
The authority was to work for the protection of the interest of airports, airlines and
passengers and also regulate traffic for aeronautical services.
Aeronautical services primarily include navigation, surveillance and supportive
communication for air traffic management and landing facilitation.
To determine the amount of the Development Fees in respect of major airports.
To determine the amount of the Passengers Service Fee levied under rule 88 of the
Aircraft Rules, 1937 made under the Aircraft Act, 1934.
To monitor the set Performance Standards relating to quality, continuity and
reliability of service as may be specified by the Central Government or any
authority authorized by it in this behalf.
To perform such other functions relating to tariff, as may be entrusted to it by the
Central Government or as may be necessary to carry out the provisions of this Act .
Development of space Law
Space age began when USSR launched its first
satellite, Sputnik-1 on 4 October 1957.
USA’s launch of Explore I
UNGA RES 1348 (XIII) “Question of the
Peaceful Use of Outer Space” (13 December
1958)
Recognised common interest of mankind in
outer space for peaceful uses of outer space
Establishment of Ad-hoc Committee on the
Peaceful Uses of Outer Space (UNCOPUOS)
The Committee on the Peaceful Uses of Outer
Space (COPUOS) was set up by General Assembly
in 1959 [resolution 1472 (XIV)] to review the
scope of international cooperation in peaceful
uses of Outer space.
assisted by two subcommittees
A. the Scientific and Technical Subcommittee
B. the Legal Subcommittee set itself to this task.
It remains the primary forum for discussion and
negotiation of international agreements relating
to Outer space
Soft Law (Resolutions/UNGA)
Declaration of Legal Principles Governing the Activities of
States in the Exploration and Use of Outer Space
Principles Governing the Use by States of Artificial Earth
Satellites for International Direct Television Broadcasting
Principles Relating to Remote Sensing of the Earth from
Outer Space
Principles Relevant to the Use of Nuclear Power Sources in
Outer Space
Declaration on International Cooperation in the
Exploration and Use of Outer Space for the Benefit and in
the Interest of All States, Taking into Particular Account
the Needs of Developing Countries
Sources,
http://www.unoosa.org/oosa/en/SpaceLaw/gares/index.h
tml
1 Nov. 1944 - Britain-US initiative - Allied &
neutral powers called
American trend - Freedom of competition
British trend - International Organization
Canadian trend - Elaborate version of British
Australian & New Zealand trend -
Internationalization of major airlines
Sovereignty of states reaffirmed - 52 states
signed
Applicable to only civil aircrafts
Freedom of movement - Transit Agreement &
Transport Agreement
The International Air Services The International Air Services
Transit Agreement Transit Agreement, commonly known
as the , commonly known as the Two Freedoms
agreement, was conclu Two Freedoms agreement, was
concluded and opened for signature. ded and opened for
signat
The International Air The International Air Transport
Agreement Transport Agreement, commonly known as the
Five , commonly known as the Five Freedoms agreement,
was also conc Freedoms agreement, was also concluded
and opened for signature. luded and opened for signature.
. . . The number of accepting states re The number of
accepting states reached a maximum of 17, but it i ached
a maximum of 17, but it is now declining, 4 having
denoun declining, 4 having denounced the agreement
A standard form of bilateral agreement standard form of
bilateral agreement for the exc for the exchange of air
routes was hange of air routes was prepared and
recommended by the Co prepared and recommended by
the Conference as part of its final nference as part of its
final act
An Interim Agreement on International Civil Aviation Interim
Agreement on International Civil Aviation was completed and
ompleted and opened for signature. It came into effect on June
6, 1945, there opened for signature. It came into effect on June
6, 1945, thereby providing an interim basis for ma providing an
interim basis for many phases of international civi ny phases of
international civil aviation and l aviation and a constitution for
the Provisiona a constitution for the Provisional International Civil
Aviation l International Civil Aviation Organization. Organization.
The interim agreement was replaced The interim agreement was
replaced when the convention came into when the convention
came into effect on April 4, 1947.
Finally, a world Finally, a world -wide common basis was
established for the technical and wide common basis was
established for the technical and operational aspects of
international civil aviation
Territorial Sovereignty. Territorial Sovereignty. Every S
Every State has, to the exclusion of all tate has, to the
exclusion of all other States, the unilateral and ab
other States, the unilateral and absolute right to
permit or den solute right to permit or deny entry
into the area recognized as its territory and similar
righ entry into the area recognized as its territory and
similar right to control all movements within such
territory. control all movements within such territory.
National Airspace. The territory of a sovereign State is
three The territory of a sovereign State is three
dimensional, including wit dimensional, including
within such territory the airspace above ch territory
the airspace above its national lands and its intern
national lands and its internal and territorial waters
Freedom of the Seas. Navigation on the surface of the high
seas Navigation on the surface of the high seas and flight
above such seas are free for the use of all
Nationality of Aircraft. Aircraft have the characteristic of
Aircraft have the characteristic of nationality similar to that
deve nationality similar to that developed in maritime law
applicable loped in maritime law applicable to ships. Thus
aircraft have norm ships. Thus aircraft have normally a
special relationship to a ally a special relationship to a
particular S particular State which is entitled to make
effective the privile tate which is entitled to make effective
the privileges to which such aircraft may be entitled and
such State is also to which such aircraft may be entitled
and such State is also reciprocally responsible for the
reciprocally responsible for the international good conduct
of s international good conduct of such aircraft
Art. 9 - Ban or restrictions to fly over for
reasons of military necessity or public safety
Scheduled and Non-Scheduled Air Traffic
Scheduled flights - According to published
timetable - Art. 6 authorization
Non-scheduled - Art. 5 freedom & flexibility
Increased non-scheduled flights - Norms to
regulate
Agreement on Commercial Rights of Non-
scheduled Air Services in Europe 1956 -
States’ duty to admit on certain occasions
(Art. 2)
Cabotage - Art. 7
First Freedom • The specific conditions of the
agreement, such as establishing the frequency of
flights, that are determined through bilateral
agreements between any two countries. • First
Freedom – The right to fly and carry traffic over the
territory of another partner to the agreement without
landing. (Almost all countries are partners to the
Convention but some have observed this freedom
better than others. When the Korean airliner lost its
way over Soviet air space a few year ago and was shot
down, the Soviet Union (among other offenses!)
violated this First Freedom.). However, some would
consider this as his right of self protection. Overfly.
Second Freedom – The right to land in those
countries for technical reasons such as
refueling without boarding or deplaning
passengers. Technical Stop
Third Freedom – The right of an airline from
one country to land in a different country and
deplane passengers coming from the airline’s
own country. Off Load passengers or goods
Fourth Freedom – The right of an airline from
one country to land in a different country and
board passengers traveling to the airline’s
own country. Upload passengers or goods.
Fifth Freedom – This freedom is also
sometimes referred to as ‘beyond rights‘. It is
the right of an airline from one country to
land in a second country, to then pick up
passengers and fly on to a third country
where the passengers then deplane. An
example would be a flight by American
Airlines from the US to England that is going
on to France. Traffic could be picked up in
England and taken to France
Sixth Freedom – The right to carry traffic from
one state through the home country to a third
state. Example: traffic from England coming
to the US on a US airline and then going on to
Canada on the same airline
Seventh Freedom - The right to carry traffic
from one state to another state without going
through the home country. Example would be
traffic from England going to Canada on a US
airline flight that does not stop in the US on
the way
Eighth Freedom – This is also called cabotage
and almost no country permits it. Airline cabotage
is the carriage of air traffic that originates and
terminates within the boundaries of a given
country by an air carrier of another country. An
example of this would be an airline like Virgin
Atlantic Airways operating flights between Chicago
and New Orleans
Article 1
1. This Convention applies to all international carriage of persons, luggage or
goods 4 performed by aircraft for reward. It applies equally to gratuitous
carriage by aircraft performed by an air transport undertaking
2. For the purposes of this Convention the expression “international carriage”
means any carriage in which, according to the contract made by the parties, the
place of departure and the place of destination, whether or not there be a break
in the carriage or a transhipment, are situated either within the territories of two
High Contracting Parties, or within the territory of a single High Contracting
Party, if there is an agreed stopping place within a territory subject to the
sovereignty, suzerainty, mandate or authority of another Power, even though
that Power is not a party to this Convention. A carriage without such an agreed
stopping place between territories subject to the sovereignty, suzerainty,
mandate or authority of the same High Contracting Party is not deemed to be
international for the purposes of this Convention.
3. A carriage to be performed by several successive air carriers is deemed, for
the purposes of this Convention, to be one undivided carriage, if it has been
regarded by the parties as a single operation, whether it had been agreed upon
under the form of a single contract or of a series of contracts, and it does not
lose its international character merely because one contract or a series of
contracts is to be performed entirely within a territory subject to the
sovereignty, suzerainty, mandate or authority of the same High Contracting
Party
THE representatives of sixty-one1 governments participated
in the drafting and enactment of the Convention on
Offenses and Certain Other Acts Committed on Board
Aircraft at the International Conference on Air Law
convened at Tokyo in August-September 1963 under the
auspices of the International Civil Aviation Organization
(ICAO), a specialized agency of the United Nations.
.Article 21 of the Tokyo Convention provides that it shall
come into force and effect upon the deposit of twelve
instruments of ratification. It is therefore likely that the
Convention will not long remain an inert document, a fate
which has befallen other conventions dealing with
international air law.
Although the first hijack attempt on a commercial aircraft
occurred in 1931.
The first real wave of hijackings began around 1958 when
individuals hijacked aircraft as a means to divert them from
Cuba to the United States.
After 1961, the direction of the hijackings reversed and
there was a wave of diversions of aircraft from the United
States to Cuba. To prevent aircraft diversions, the Legal
Committee of the ICAO met in Rome in 1962 to draft a
convention on the subject of crimes committed on board an
air-craft in international flight.
This draft was submitted to the States of the world for
comment and diplomatic conference was convened in 1963
for final approval
The Convention aims to provide safety to aircraft, protection of life and
property on board aircraft and generally to promote the security of civil
aviation.
A wide range of powers are granted to the aircraft commander, members of the
crew and passengers with the sole aim to constitute international unified rules
which would give the commander of every aircraft in the world the power to
preserve good order and discipline on board the aircraft and to take all
preventive measures or measures of restraint necessary to that end.
This power can be considered as a means to secure the maintenance of law and
order on board the aircraft: the power to arrest, disembark and deliver to
competent authorities of contracting states, any person committing or
attempting to commit an offence or any act which jeopardizes the safety of
aircraft, persons or goods on board, or threatens to create disorder on board. As
a corollary, the Convention grants a limited measure of immunity to the
persons acting under the circumstances and conditions described in the
Convention.
Article 3 of the Tokyo convention, 1963
The State of registration of the aircraft is competent to exercise jurisdiction
over offenses and acts committed on board.
Each Contracting State shall take such measures as may be necessary to
establish its jurisdiction as die State of registration over offenses committed on
board aircraft registered in such State.
This Convention does not exclude any criminal jurisdiction exercised in
accordance with national law.
Article 4 says that
A Connecting States which is not the State of Registration may not interfere
with an aircraft in flight in order to exercise its criminal jurisdiction over an
offense committed on board except in the following cases:
A. The offense has effect on the territory of such State;
B. The offense has been committed by or against a national or permanent
resident of such State;
C. The offense is against the security of such State;
D. The offense consists of a breach of any rules or regulations relating to the
flight or maneuverings of aircraft in force in such State;
E. The exercise of jurisdiction is necessarily to ensure the observance of any
obligation of such State under a multilateral international agreement.
Article 5
1. The provisions of this Chapter shall not apply to offences and acts
committed or about to be committed by a person on board an aircraft in
flight in the airspace of the State of registration or over the high seas or
any other area outside the territory of any State unless the last point of
takeoff or the next point of intended landing is situated in a State other
than that of registration, or the aircraft subsequently flies in the
airspace of a State other than that of registration with such person still
on board.
2. Notwithstanding the provisions of Article 1, paragraph 3, an aircraft
shall for the purposes of this Chapter, be considered to be in flight at
any time from the moment when all its external doors are closed
following embarkation until the moment when any such door is opened
for disembarkation. In the case of a forced landing, the provisions of
this Chapter shall continue to apply with respect to offences and acts
committed on board until competent authorities of a State take over the
responsibility for the aircraft and for the persons and property on board.
The aircraft commander, members of the crew and, in
specific circumstances, even passengers on board, are
empowered to prevent the commission of such acts and
to disembark the person concerned. The aircraft
commander may also disembark the offender or, if the
offence is serious, deliver him to the competent
authorities of a Contracting State when the aircraft
lands. The Convention protects the aircraft commander
and any crew member or passenger assisting him in
imposing the measures he finds necessary from any
proceedings in respect of actions taken by them
Article 11
1. When a person on board has unlawfully committed by
force or threat thereof an act of interference, seizure, or
other wrongful exercise of control of an aircraft in flight or
when such an act is about to be committed, Contracting
States shall take all appropriate measures to restore control
of the aircraft to its lawful commander or to preserve his
control of the aircraft.
2. In the cases contemplated in the preceding paragraph, the
Contracting State in which the aircraft lands shall permit its
passengers and crew to continue their journey as soon as
practicable, and shall return the aircraft and its cargo to the
persons lawfully entitled to possession.
The State of registration of the aircraft is competent to
exercise jurisdiction over offences and acts committed on
board. Each Contracting State is obliged to take the
necessary measures to establish its jurisdiction as the State
of registration. The Convention does not eliminate existing
or future jurisdiction in States other than the State of
registration. A Contracting State which is not the State of
registration may not interfere with an aircraft in flight in
order to exercise its criminal jurisdiction over an offence
committed on board except in certain cases, for instance,
the offence has been effected in the territory of the State
overflown, the offence has been committed by or against a
national or permanent resident of that State, and the offence
is against the security of that State
Article 1
Any person who on board an aircraft in flight:
(a) unlawfully, by force or threat thereof, or by any other form of
intimidation, seizes, or exercises control of, that aircraft, or attempts to
perform any such act, or
(b) is an accomplice of a person who performs or attempts to perform
any such act commits an offence (hereinafter referred to as "the
offence").
The Convention defines the act of unlawful seizure of aircraft, and the
Contracting States have undertaken to make such an offence punishable
by severe penalties. Under the provisions of The Hague Convention a
State is obliged, whether or not it is the State of registration, to take
such measures as may be necessary to establish its jurisdiction over the
offence in the case where the alleged offender is present in its territory
and it does not extradite him. If there is no extradition treaty between
the States concerned and the offender is in the territory of a Contracting
State and that State refuses to extradite the offender, then it must
submit the case to its competent authorities for the purpose of
prosecution under its criminal law.
The offence established by the Hague Convention requires
the seizure of, or other exercise of control over, an aircraft
in flight, or an attempt to do so. It can be committed only by
a person on board the aircraft. Similarly, the conduct of an
accomplice must also take place on board.
These limitations restrict the scope of the offence. In
particular they exclude from its ambit cases where force is
applied from outside the aircraft.
Moreover, the offence under the Hague Convention does
not extend to acts of sabotage and destruction of aircraft.
Unhappily, such conduct has occurred frequently
1. Any person commits an offence if he unlawfully and inten
tionally:
a) performs an act of violence against a person on board an
aircraft in flight if that act is likely to endanger the safety of that
aircraft; or
(b) destroys an aircraft in service or causes damage to such an
aircraft which renders it incapable of flight or which is likely to
endanger its safety in flight; or
(c) places or causes to be placed on an aircraft in service, by any
means whatsoever, a device or substance which is likely to
destroy that aircraft, or to cause damage to it which renders it
incapable of flight, or to cause damage to it which is likely to
endanger its safety in flight; or
(d) destroys or damages air navigation facilities or interferes with
their operation, if any such act is likely to endanger the safety of
aircraft in flight; or
(e) communicates information which he knows to be false,
thereby endangering the safety of an aircraft in flight
2. Any person also commits an offence if he:
(a) attempts to commit any of the offences mentioned in paragraph 1 of this
Article; or
(b) is an accomplice of a person who commits or attempts to commit any such
offence
Article 6. 1. Upon being satisfied that the circumstances so warrant, any
Contracting State in the territory of which the offender or the alleged offender
is present, shall take him into custody or take other measures to ensure his
presence. The custody and other measures shall be as provided in the law of
that State but may only be continued for such time as is necessary to enable
any criminal or extradition proceedings to be instituted.
2. Such State shall immediately make a preliminary enquiry into the facts.
3. Any person in custody pursuant to paragraph 1 of this Article shall be
assisted in communicating immediately with the nearest appropriate
representative of the State of which he is a national.
4. When a State, pursuant to this Article, has taken a person into custody, it
shall immediately notify the States mentioned in Article 5, paragraph 1, the
State of nationality of the detained person and, if it considers it advisable, any
other interested State of the fact that such person is in custody and of the
circumstances which warrant his detention. The State which makes the
preliminary enquiry contemplated in paragraph 2 of this Article shall promptly
report its findings to the said States and shall indicate whether it intends to
exercise jurisdiction.