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2017 | OriginalPaper | Buchkapitel

7. The Cape Town Convention on International Interests in Mobile Equipment and Its Implementation in the Netherlands and on the Dutch Caribbean Islands

verfasst von : Sjef van Erp

Erschienen in: Implementing the Cape Town Convention and the Domestic Laws on Secured Transactions

Verlag: Springer International Publishing

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Abstract

Already in 2004 I expressed the idea that the Cape Town Convention on International Interests in Mobile Equipment (“Cape Town Convention”) with its first-in-time and object- based computerised notice filing system could be a workable model for a registration system of security interests in Europe and even be a model for a European mortgage registration system regarding immovable property. This was at a moment when it was not clear yet whether this convention would be as global in its success as the drafters had hoped for. In the meantime that hope has become true and it was therefore an excellent choice of the International Academy of Comparative Law to devote one of its sessions to this topic during its XIXth International Congress of Comparative Law in Vienna.

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Vorheriges Kapitel Implementation of the Cape Town Convention in Malaysia

Nächstes Kapitel Russian Legislation and the Cape Town Convention

For the text of the Cape Town Convention see: www.unidroit.org/en/instruments/security-interests/cape-town-convention. Cf. S. van Erp, The Cape Town Convention: a Model for a European System of Security Interests Registration?, European Review of Private Law 2004, p. 91ff. See also my earlier contribution on registration principles: S. van Erp, A comparative analysis of mortgage law: Searching for principles, in: M.E. Sanchez Jordán and A. Gambaro, Land Law in Comparative Perspective (The Hague: Kluwer Law International, 2002), p. 69ff.

A visual explanation might clarify the situation. See http://isleofholland.com/images/2013/01/Kingdom-of-the-Netherlands.jpg.

Article 198 TFEU reads:

The Member States agree to associate with the Union the non-European countries and territories which have special relations with Denmark, France, the Netherlands and the United Kingdom. These countries and territories (hereinafter called the ‘countries and territories’) are listed in Annex II.

The purpose of association shall be to promote the economic and social development of the countries and territories and to establish close economic relations between them and the Union as a whole.

In accordance with the principles set out in the preamble to this Treaty, association shall serve

primarily to further the interests and prosperity of the inhabitants of these countries and territories in order to lead them to the economic, social and cultural development to which they aspire.

For more information on the OCT status see: http://ec.europa.eu/europeaid/where/octs_and_greenland/index_en.htm. Cf. also Council Decision of 27 November 2001 on the association of the overseas countries and territories with the European Community (‘Overseas Association Decision’) (2001/822/EC), OJ 30.11.2001, L 314/1.

Article 349 TFEU reads:

Taking account of the structural social and economic situation of Guadeloupe, French Guiana, Martinique, Réunion, Saint-Barthélemy, Saint-Martin, the Azores, Madeira and the Canary Islands, which is compounded by their remoteness, insularity, small size, difficult topography and climate, economic dependence on a few products, the permanence and combination of which severely restrain their development, the Council, on a proposal from the Commission and after consulting the European Parliament, shall adopt specific measures aimed, in particular, at laying down the conditions of application of the Treaties to those regions, including common policies. Where the specific measures in question are adopted by the Council in accordance with a special legislative procedure, it shall also act on a proposal from the Commission and after consulting the European Parliament.

The measures referred to in the first paragraph concern in particular areas such as customs and trade policies, fiscal policy, free zones, agriculture and fisheries policies, conditions for supply of raw materials and essential consumer goods, State aids and conditions of access to structural funds and to horizontal Union programmes.

The Council shall adopt the measures referred to in the first paragraph taking into account the special characteristics and constraints of the outermost regions without undermining the integrity and the coherence of the Union legal order, including the internal market and common policies.

For more information see: http://ec.europa.eu/regional_policy/activity/outermost/index_en.cfm.

See the parliamentary history of the so-called “tacit” acceptance by the Dutch Parliament: Parliamentary document no. 32 227 (R 1904), A and nr. 1, Verdrag inzake internationale zakelijke rechten op mobiel materieel en Protocol bij het Verdrag inzake internationale zakelijke rechten op mobiel materieel betreffende voor luchtvaartmaterieel specifieke aangelegenheden; Kaapstad, 16 November 2001, Letter by the Minister of Foreign Affairs and Informative Note.

Cf. Council Decision of 6 April 2009 on the accession of the European Community to the Convention on international interests in mobile equipment and its Protocol on matters specific to aircraft equipment, adopted jointly in Cape Town on 16 November 2001 (2009/370/EC), OJ 15.5.2009, L 121/3 and B. Crans, The implications of the EU accession to the Cape Town Convention, Air and Space Law 2010, p. 1 ff. Reference can be made particularly to recitals 6 and 7 of the Council Decision:

(6) The Community has exclusive competence over some of the matters governed by the Cape Town Convention and the Aircraft Protocol, while the Member States have competence over other matters governed by these two instruments.

(7) The Community should therefore accede to the Cape Town Convention and the Aircraft Protocol.

See Council Regulation (EC) No 44/2001 of 22 December 2000 on jurisdiction and the recognition and enforcement of judgments in civil and commercial matters (Brussels I Regulation), OJ 16.01.2001, L 12/1; Council Regulation (EC) No 1346/2000 of 29 May 2000 on insolvency proceedings (Insolvency Regulation), OJ 30.06.2000, L 160/1; Regulation (EC) No 593/2008 of the European Parliament and of the Council of 17 June 2008 on the law applicable to contractual obligations (Rome I Regulation), OJ 4.7.2008, L 177/6.

Council decision, COM(2008) 508 final, p. 5.

Council decision, COM(2008) 508 final, p. 4.

Seminar – The European Economic Community and the Cape Town Convention (Rome, 26 November 2009), Summary Report prepared by the UNIDROIT Secretariat, p. 3, to be found on the website of the Aviation Working Group: www.awg.aero. See also a paper by J. Wool and a. Littlejohns, Cape Town Treaty in the European context: The case for Alternative A, Article XI of the Aircraft Protocol, also to be found on the website of the Aviation Working Group. They argue (footnote 1): “It is understood that, based on issues of the respective competence of the EU and its Member States, it may be necessary, desirable, or otherwise agreed that countries should effect the decision to adopt Alternative A via amendments to national law”.

Council decision on accession, Annex I, under II(4): “This Declaration is not applicable in the case of the territories of the Member States in which the Treaty establishing the European Community does not apply and is without prejudice to such acts or positions as may be adopted under the Aircraft Protocol by the Member States concerned on behalf and in the interests of those territories.”

Council decision on accession, Annex I, Under II(6): “The Member States keep their competence concerning the rules of substantive law as regards insolvency.”

Parliamentary document no. 32 227 (R 1904), A and nr. 1, p. 6 and p. 19.

Council Decision on accession, Annex I, under II(7): “The exercise of competence which the Member States have transferred to the Community pursuant to the Treaty establishing the European Community is, by its nature, liable to continuous development. In the framework of that Treaty, the competent institutions may take decisions which determine the extent of the competence of the Community. The latter therefore reserves the right to amend this Declaration accordingly, without this constituting a prerequisite for the exercise of its competence with regard to matters governed by the Aircraft Protocol.” See also the Netherlands Minister of Foreign Affairs in his reaction to critical remarks by the Council of State on his draft proposal for tacit acceptance of the Cape Town Convention, asking for an (explicit) list of provisions from the Cape Town Convention which are binding upon the Netherlands and which are not (Parliamentary history, document no. 32 227 (R 1904), B and no. 2, p. 2): “Een lijst van bepalingen die onder de exclusieve bevoegdheid van de EG vallen, is niet beschikbaar om de reden dat de uitoefening van bevoegdheden die de lidstaten uit hoofde van het EG-Verdrag aan de Gemeenschap hebben overgedragen uit de aard der zaak voortdurend aan ontwikkeling onderhevig is. Door in Hoofdstuk III, onder 1, te verwijzen naar de relevante Verordeningen zijn de onderdelen van het Verdrag en het Protocol aangegeven waar de EG in casu de exclusieve bevoegdheid heeft.” (To summarise: No list of provisions from the Cape Town Convention which fall under the exclusive competence of the European Community can be offered in light of the continuous development of the competencies which the Member States have transferred to the Community. Only references to specific European regulations can be given.). Cf. also Crans, The implications of the EU accession to the Cape Town Convention, p. 5, who adds on that same page that the “practical consequences of the Community’s accession appear to be limited”.

Before the 2010 changes in the internal structure of the Kingdom, as described above, the islands of Bonaire, Sint Eustatius and Saba belonged to the “Netherlands Antilles”, being a “country” within the Kingdom of the Netherlands next to the Netherlands and Aruba.

Parliamentary history, document no. 32 227 (R 1904), B and nr. 2, p. 2. Particularly B.P. Honnebier has argued in favour of accession, both for the Netherlands and for the Dutch Caribbean islands. See, to mention only a few of his articles: B.P. Honnebier, The Cape Town Convention and International Registry for Mortgages and other Secured Interests in Aircraft/La Convention du Cap et le Registre International pour hypothèques et autres garanties constituées sur les aéronefs/Die Kapstadt-Konvention und das internationale Register über Pfandrechte und andere Sicherungsrechte an Luftfahrzeugausrüstungen/La Convenzione del Capo e il Registro Internazionale per ipoteche e altre garanzie su aeromobili/La Convención de Ciudad del Cabo y el Registro Internacional de Hipotecas y otras Garantías Reales en la Aviación, Notarius International 2006, p. 21ff.; B.P. Honnebier, Clarifying the alleged issues concerning the financing of aircraft engines. Some comments to the alleged pitfalls arising under Dutch, German and international law as proposed in the ZLW 1/2007 (pp. 33–44), Zeitschrift für Luft- und Weltraumrecht 2007, p. 383 ff.; P.B. Honnebier, The European air transport sector requires an international solid regime facilitating aircraft financing: The Cape Town Convention, Tijdschrift Vervoer & Recht 2007, p. 151ff.

As the arguments are presented in an extremely brief manner, much is left implicit and open. This makes a critical analysis of the arguments against and in favour of accession rather difficult, because somewhat speculative.

Implicitly the Minister is stating that, because the Netherlands is not a developing country, no accession is needed.

It is interesting to note that these arguments would also apply mutatis mutandis to the Caribbean islands, where, albeit with some changes, the new Netherlands Civil Code has been taken over.

See also A.F. Salomons, Should we ratify the Convention on International Interests in Mobile Equipment and the Air Equipment Protocol? Some remarks from a Dutch point of view, European Review of Private Law, 2004, p. 67ff.

No further explanation is given as to why it would be undesirable.

Cf. B.P. Honnebier, The Dutch real rights can be the basis of International Interests under the Convention of Cape Town, just like their equivalent American security interests, European Review of Private Law, 2004, p. 46ff.

For the tax consequences see B.P. Honnebier and A.P. Berkhout, The new legal and fiscal regimes that facilitate the financing and easing of aircraft in the Netherlands and Dutch Caribbean, Tax Planning International Review 2012, p. 1ff.

See, as to how complicated the situation is perceived in practice, the remarks by the International Registry of Mobile Assets in Ireland (https://www.internationalregistry.aero/ir-web/faq, Question 5: “What countries have raftified?”): “The Kingdom of the Netherlands comprises of several territorial units, the structure of which has changed recently. Further research may be required by you. Pursuant to Article 52, paragraph 1, of the Convention and Article XXIX of the Protocol, the Kingdom of the Netherlands declares that the Convention and the Protocol are to apply to the following territorial units, the Netherlands Antilles and Aruba. Please consult UNIDROIT website (www.unidroit.org) and your legal advisors or both if you query relates to any of the following territories: the Kingdom of the Netherlands, the Netherlands Antilles, Aruba, Caribbean part of the Netherlands (the islands of Bonaire, Sint Eustatius and Saba), European part of the Netherlands, Curacao and Sint Maarten.”

S. van Erp, The Cape Town Convention: a Model for a European System of Security Interests Registration?, European Review of Private Law 2004, p. 91 ff., already referred to above.

Seminar – The European Economic Community and the Cape Town Convention (Rome, 26 November 2009), Summary Report prepared by the UNIDROIT Secretariat, to be found on the website of the Aviation Working Group: www.awg.aero.

Crans, B. 2010. The implications of the EU accession to the Cape Town Convention. Air and Space Law 1 ff.

van Erp, S. 2004. The Cape Town Convention: A model for a European system of security interests registration? European Review of Private Law, 91ff.

van Erp, S. 2002. A comparative analysis of mortgage law: Searching for principles. In Land law in comparative perspective, ed. M.E. Sanchez Jordán and A. Gambaro, 69ff. The Hague: Kluwer Law International.

Honnebier, B.P. 2004. The Dutch real rights can be the basis of international interests under the Convention of Cape Town, just like their equivalent American security interests. European Review of Private Law, 46ff.

Honnebier, B.P. 2006. The Cape Town Convention and international registry for mortgages and other secured interests in aircraft/La Convention du Cap et le Registre International pour hypothèques et autres garanties constituées sur les aéronefs/Die Kapstadt-Konvention und das internationale Register über Pfandrechte und andere Sicherungsrechte an Luftfahrzeugausrüstungen/La Convenzione del Capo e il Registro Internazionale per ipoteche e altre garanzie su aeromobili/La Convención de Ciudad del Cabo y el Registro Internacional de Hipotecas y otras Garantías Reales en la Aviación. Notarius International, 21ff.

Honnebier, B.P. 2007. Clarifying the alleged issues concerning the financing of aircraft engines. Some comments to the alleged pitfalls arising under Dutch, German and international law as proposed in the ZLW 1/2007, 33–44. Zeitschrift für Luft- und Weltraumrecht, 383ff.

Honnebier, P.B. 2007. The European air transport sector requires an international solid regime facilitating aircraft financing: The Cape Town Convention. Tijdschrift Vervoer & Recht, p. 151ff.

Honnebier, B.P. and A.P. Berkhout. 2012. The new legal and fiscal regimes that facilitate the financing and easing of aircraft in the Netherlands and Dutch Caribbean. Tax Planning International Review, p. 1ff.

10.

Salomons, A.F. 2004. Should we ratify the convention on international interests in mobile equipment and the air equipment protocol? Some remarks from a Dutch point of view. European Review of Private Law, 67ff.

11.

Wool, J. and A. Littlejohns. Cape Town Treaty in the European context: The case for Alternative A, Article XI of the Aircraft Protocol, also to be found on the website of the Aviation Working Group: www.awg.aero.

Titel: The Cape Town Convention on International Interests in Mobile Equipment and Its Implementation in the Netherlands and on the Dutch Caribbean Islands
verfasst von: Sjef van Erp
Verlag: Springer International Publishing
Buch: Implementing the Cape Town Convention and the Domestic Laws on Secured Transactions
Print ISBN: 978-3-319-46468-8

Electronic ISBN: 978-3-319-46470-1

Copyright-Jahr: 2017
DOI: https://doi.org/10.1007/978-3-319-46470-1_7