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International Law in the Digital Age

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Aviation in the Digital Age
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Abstract

The genesis of the law of the community of nations—as introduced by the Peace of Westphalia of 1648—was hinged on the unquestionable and inalienable right enjoyed by States to the exclusion of others and immune from interference from other States or persons. This has evolved through the ages, particularly with the advent of globalization, communications and information technology that blur physical boundaries. In the digital age, international law has taken a new dimension particularly in the context of cyber space and cybersecurity. In order to put this in perspective, one has to go to the roots of international law. International law, in its most simplistic definition, is the law of nations. Nations are people whereas States comprise inter alia, functional governments. Therefore, it is fair to conclude that international law applies to the entire community of people on Earth. The current notion of international law admits of responsibility of a State not only to the people of that particular State but to people of other States as well who need assistance. The United Nations Millennium Declaration, contained in General Assembly Resolution 55/2 of 8 September 2000, recognized that, in addition to separate responsibilities of States to their individual societies, they have a collective responsibility to uphold the principles of human dignity, equality and equity at the global level. States leaders recognized that as leaders, they had a duty therefore to all the world’s people, especially the most vulnerable and, in particular, the children of the world, to whom the future belongs. States reaffirmed their commitment to the purposes and principles of the Charter of the United Nations, which have proved timeless and universal, concluding that their relevance and capacity to inspire have increased, as nations and peoples have become increasingly interconnected and interdependent.

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Notes

  1. 1.

    Starke (1977), p. 106.

  2. 2.

    Secretary-General Presents his Annual Report to General Assembly, 20 September 1999, Press Release, SG/SM/7136, GA/9596. See http://www.un.org/press/en/1999/19990920.sgsm7136.html.

  3. 3.

    The aims and objectives of the Organization are to develop the principles and techniques of international air navigation and to foster the planning and development of international air transport so as to:

    (a) Insure the safe and orderly growth of international civil aviation throughout the world; (b) Encourage the arts of aircraft design and operation for peaceful purposes; (c) Encourage the development of airways, airports, and air navigation facilities for international civil aviation; (d) Meet the needs of the peoples of the world for safe, regular, efficient and economical air transport; (e) Prevent economic waste caused by unreasonable competition; (f) Insure that the rights of contracting States are fully respected and that every contracting State has a fair opportunity to operate international airlines.

  4. 4.

    Innovating At ICAO to More Effectively Respond to Emerging Issues, Mobilize Resources, and Ensure No Country Is Left Behind, A40-WP/423, EX/173, 23/8/19.

  5. 5.

    Id, para. 2.1 at p. 2.

  6. 6.

    The Global Aviation Safety Plan (GASP) sets out a strategy which supports the prioritization and continuous improvement of civil aviation safety. The GASP provides a framework for the development and implementation of regional, sub-regional and national plans. Through this document, ICAO promotes harmonization and coordination of efforts aimed at improving international civil aviation safety.

  7. 7.

    Resolution A40-1, ICAO global planning for safety and air navigation. The Global Air Navigation Plan (Doc 9750) is ICAO’s highest air navigation strategic document and the plan to drive the evolution of the global air navigation system, in line with the Global Air Traffic Management Operational Concept (GATMOC, Doc 9854) and the Manual on Air Traffic Management System Requirements (Doc 9882). It also supports planning for local and regional implementation.

  8. 8.

    Resolution A40-4: Consolidated statement of continuing ICAO policies and associated practices related specifically to air navigation, Appendix D. Qualified and Competent Aviation Personnel.

  9. 9.

    Id. Appendix I Coordination and cooperation of civil and military air traffic.

  10. 10.

    PANS are documents approved by the ICAO counsel and recommended to states for worldwide application. As such they attempt to make air navigation services uniform across the world. There are five PANS: Procedures for Air Navigation Services—Air Traffic Management; Procedures for Air Navigation Services—Aircraft Operations; Procedures for Air Navigation Services—Abbreviations and Codes; Procedures for Air Navigation Services—Aerodromes; and PANS Training.

  11. 11.

    ICAO Regional Supplementary Procedures (SUPPS) form the procedural part of the Air Navigation Plans developed by Regional Air Navigation (RAN) Meetings to meet those needs of specific areas which are not covered in the worldwide provisions.

  12. 12.

    Id, Appendix M, The Headquarters’ and Regional Offices’ technical Secretariat.

  13. 13.

    Planning and Implementation Regional Groups. The regional planning process is the principal engine of ICAO’s planning and implementation work. It is here that the top-down approach, comprising global guidance and regional harmonization measures, converges with the bottom-up approach constituted by States and aircraft operators and their proposals for implementation options. There are six PIRGs: Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG), Africa-Indian Ocean Planning and Implementation Regional Group (APIRG), European Air Navigation Planning Group (EANPG), Caribbean/South American Planning and Implementation Regional Group (GREPECAS), Middle East Air Navigation Planning and Implementation Regional Group (MIDANPIRG), and North Atlantic Systems Planning Group (NATSPG).

  14. 14.

    Regional Aviation Safety Groups. RASGs have been invited to identify activities, included required resources, to support the Annex 19 roll-out plan and the effective and continuing implementation of Safety Management Systems (SMS) and State Safety Plans (SSP) provisions. The States, through their RASGs are strongly encouraged to report progress, regarding the implementation of SSP and SMS provisions, which is essential to guide the future development of safety management provisions.

  15. 15.

    ICAO facilitates assistance through the Cooperative Development of Operational Safety and Continuing Airworthiness Programmes (COSCAPs) and supports Regional Safety Oversight Organizations (RSOOs), through which groups of States can collaborate and share resources to improve their safety oversight capabilities. COSCAPs and RSOOs play an important role by supporting the establishment and operation of a performance-based safety system by analyzing safety information and hazards to aviation at a regional level and reviewing the action plans developed within the region.

  16. 16.

    Abeyratne (2011), pp. 337––349. https://www.researchgate.net/publication/226428615_Cyber_terrorism_and_aviation-national_and_international_responses.

  17. 17.

    The Committee on Aviation Environmental Protection (CAEP) is a technical committee of the ICAO Council established in 1983. CAEP assists the Council in formulating new policies and adopting new Standards and Recommended Practices related to aircraft noise and emissions, and more generally to aviation environmental impact.

  18. 18.

    ICAO’s Strategic Objectives are: enhance global civil aviation safety; increase the capacity and improve the efficiency of the global civil aviation system; enhance global civil aviation security and facilitation; foster the development of a sound and economically-viable civil aviation system; and minimize the adverse environmental effects of civil aviation activities.

  19. 19.

    ICAO’s mission is “to serve as the global forum of States for international civil aviation. ICAO develops policies and Standards, undertakes compliance audits, performs studies and analyses, provides assistance and builds aviation capacity through many other activities and the cooperation of its Member States and stakeholders. ICAO’s vision is to achieve the sustainable growth of the global civil aviation system.

  20. 20.

    Anthony et al. (2019), p. 94.

  21. 21.

    See Blount, Sally; and Leinwand, Paul, Why Are We Here? Harvard Business Review, Id. 132–139 at 134. A survey conducted by the Harvard Business Review in late 2019 said that only 37% of the staff interviewed could clearly see the value they created by their employment. Ibid.

References

  • Abeyratne R (2011) Cyber terrorism and aviation—national and international responses. J Transp Secur 4(4):337–349. https://doi.org/10.1007/s12198-011-0074-3

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  • Anthony SD, Cobban P, Rahul N, Painchaud N (2019) Breaking down the barriers to innovation, build the habits and routines that lead to growth. Harv Bus Rev:92–101

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  • Starke JG (1977) An introduction to international law, 7th edn. Butterworth, London, p 106

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Abeyratne, R. (2020). International Law in the Digital Age. In: Aviation in the Digital Age. Springer, Cham. https://doi.org/10.1007/978-3-030-48218-3_4

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  • DOI: https://doi.org/10.1007/978-3-030-48218-3_4

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