• Advances in environmental research
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• v.11 no.1
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• pp.17-30
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• 2022

Road transport allows all forms of land conditions to be met at less cost. Because of this function, despite numerous disadvantages, it becomes the most frequently used method of transport, especially in underdeveloped or developing countries. One of the most significant factors used in evaluating the atmosphere's air quality is the amount of CO₂, increasing people's density in indoor spaces. The amount of CO₂ indoors is, therefore, vital to determine. In this study, CO₂ and temperature measurements made on nine different bus journey was made in Turkey. The minimum and maximum values were recorded as 555 ppm and 3000 ppm CO₂, respectively, in the measurements. On all journeys, the average concentration is 1088.72 ppm. The minimum and maximum values were measured as 17.4℃ and 32.7℃ in the temperature measurements, and the average of all trips was calculated to be 25.76℃. In this study conducted before the Covid-19 pandemic, it was determined that the amount of CO₂ increased with the density and insufficient ventilation in the buses. The risk of infection increases in places with high human density and low clean air. For situations such as pandemics, CO₂ measurement is a rapid indicator of determining human density.

• Proceedings of the Korea Air Pollution Research Association Conference
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• 2008.04a
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• pp.162-163
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• 2008

• Asia-Pacific Journal of Business
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• v.10 no.2
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• pp.117-130
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• 2019

The land transport industry is more important than the air transport or shipping industry. Land transport has the largest number of business and employees, and the fourth industrial revolution technology has recently infiltrated the most rapidly. In this paper, we examine the status, future prospects, and implications of the land transport industry in Korea for the past 7 years based on the statistical database and related literature. We survey the scope and characteristics of the freight truck or rail transport industry, government policies, and recent logistics industry trends. From the results of these current and forecast statistical surveys, we propose a way forward for the domestic transport business.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.16 no.2
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• pp.168-172
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• 2003

The electron transport coefficients in Air is analysed in range of E/Nvalues from 100~1000(Td) by a MCS and BE method. This paper have calculated W, ND$\sub$L/, ND$\sub$T/, Mean energy mixtures by N$_2$+O$_2$. The results gained that the values of the electron swarm parameters such as the electron drift velocity, longitudinal and transverse diffusion coefficients.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.1
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• pp.95-116
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• 2015

Air transport agreement can be divided into air passenger contract of carriage and aviation also of the contract of carriage. And air carriers for damages greater (1) cause reason, of (2) limit reason, (3) exemption reason. Exemption reason for the extinction of the liability for damages in our Commercial Code, the Convention and domestic law are mixed. Convention on the Commercial Code and air transport, air transport people, if it is proved and that it has taken all the measures that are needed for the prevention of damage to overdue damage of passengers, liability is waived. So what was to achieve the requirements of all the actions that are reasonably necessary in any case is a problem. Amendment has the feature that the treaty for the International Air Transport reflect in accordance with the domestic situation, while being struck by international standards encompassing land, sea and air transport, even on the system. However, Commercial Code while mainly reflect the Montreal Convention governing air carrier's liability issues on the contract of carriage, a problem which the Convention had also began to occur together. So the problem due to accept the treaty to fit the domestic situation occurs. There is a need for analysis of all of the actions that are "reasonably necessary, which is defined in the Commercial Code. If there is no claim within Value Date rotor two years to air carriers on the court for the damage caused by air transport, the responsibility of air carriers disappear, sued the period of such two years, what kind of meaning on domestic law extension and stop to be whether it is interpreted, it should be determined to do their aggressive measures for the reasonable care and accident prevention.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.225-266
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• 2018

In 2017, 1,252 cases of damages relief related to air passenger transport service were received by the Korea Consumer Agency, a 0.8% drop from 1,262 cases in 2016, the first decline since 2013. In 2017, 444 cases (35.4%) out of received cases of damages relief in the field of air passenger service received by the Korea Consumer Agency were agreed on, and out of cases that were not agreed on, the most number of 588 cases (47.0%) were concluded due to information provision and counseling, and 186 cases (14.9%) were applied to the mediation of the Consumer Dispute Mediation Committee. Major legislations that contain regulations for the damages relief and disputes resolution of air service consumers include the Aviation Business Act and the Consumer Fundamental Act, etc. The Aviation Business Act provides the establishment and implementation of damage relief procedure and handling plan, and the receiving and handling of request of damage relief by air transport businessman, and the notice of protection standard for air traffic users. The Consumer Fundamental Act provides the establishment and management of the consumer counseling organization, the damage relief by the Korea Consumer Agency, the consumer dispute mediation, and the enactment of the criteria for resolving consumer disputes. The procedures for damages relief of air service consumers include the receiving and handling of damages relief by air transport businessman, the counseling, and receiving and handling of damages relief by the Consumer Counseling Center, the advice of mutual agreement by the Korea Consumer Agency, and the dispute mediation system by the Consumer Dispute Mediation Committee. The current system of damage relief and dispute mediation for air service consumer have the problem in the exemption from obligation of establishment and implementation of damage relief plan by air transport businessman under the Aviation Business Act, the problem in the exemption from liability in case of nonfulfillment and delay of transport by aviation businessman under the criteria for resolving consumer disputes in the aviation sector, and the uppermost limit in procedure progress and completion of consumer dispute mediation under the Consumer Fundamental Act. Therefore, the improvement measurements of the relevant system for proper damage relief and smooth dispute mediation for air service consumer are to be suggested as follows: First is the maintenance of the relevant laws for damage relief of air service consumer. The exemption regulation from obligation of establishment and implementation of damage relief plan by air transport businessman under the Aviation Business Act shall be revised. To enhance the structualization and expertise of the relevant regulation for protection and damage relief of air service consumer, it will be necessary to prepare the separate legislation similar to the US Federal Regulation 14 CFR and EU Regulation EC Regulation 261/2004. Second is the improvement of criteria for resolving air service consumer disputes. For this, it will be necessary to investigate whether the cause of occurrence of exemption reason was force majeure, and distinguish the exemption from liability in case of nonfulfillment and delay of transport by aviation businessman under the criteria for resolving consumer disputes in the aviation sector, and revise the same as exemption reasons regulated under the air transport chapter of the Commercial Act and Montreal Convention 1999, and unify the compensation criteria for the nonfulfillment of transport that the substitute flight was provided and the delay of transport. Third is the reinforcement of information provision for damage relief of air service consumer. Aviation-related government agencies and concerned agencies should cooperate with airlines and airports to provide rapidly and clearly diverse information to the air traffic users, including laws and policies for damages relief of air service consumers. Fourth is the supplement to the effectiveness, etc. of consumer dispute mediation. If there is no sign of acceptance for dispute mediation, it is not fair to regard it as acceptance, therefore it will be necessary to add objection system. And if a dispute resolution is requested to another dispute settlement agency in addition to the Consumer Dispute Mediation Committee, it is excluded from the damage relief package, but it should be allowed for the party to choose a mediation agency. It will be necessary to devise the institutional measures to increase the completion rate of mediation so that the consumer dispute can be resolved efficiently through the mediation. Fifth is the introduction of the air service consumer arbitration system. A measure to supplement the limitations of the consumer dispute mediation system is to introduce the consumer arbitration system, but there are two measurements which are the introduction of the consumer arbitration under the Consumer Fundamental Act and the introduction of the consumer arbitration under the Arbitration Act. The latter measurement is considered to be appropriate. In conclusion, as a policy task, the government should prepare laws and system to enhance the prevention and relief of damages and protection of the rights and interests of air service consumers, and establish and implement the consumer-centric policy for the advancement of air service.

• Journal of Korean Society of Transportation
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• v.34 no.1
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• pp.95-106
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• 2016

Air transportation demand is consistently increasing in Korea due to economic growth and low cost carriers. For this reason, airport expansion plans are being discussed in Korea. Therefore, it is essential to forecast reliable air transportation demand with adequate methods. However, most of the air transportation demand models in Korea has been developed by simple regression analysis with several dummy variables. Simple regression analysis without considering stationarity of time-series data can bring spurious outputs when a direct causal relationship between explanatory variables and dependent variable does not exist. In this paper, econometric model were developed for air transportation demand based on stationarity in time-series data. Unit root test and co-integration test are used for testing hypothesis of stationarity.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.97-115
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• 2013

The world-wide principal criteria of aircraft operations is ICAO Annex 6. Operations of Aircraft. Among ICAO Annex 6, Part I is for International Commercial Air Transport - Aeroplanes and it assumes major part of civil aviation. ICAO has been providing Contracting States with SARPs(Standards and Recommended Practices) and monitor each State's reflection degree into their domestic air law, so-called USOAP(Universal Safety Oversight Audit Program). Current ICAO USOAP is Snap-shot method, but it will be changed to USOAP-CMA method from the year of 2013. ICAO USOAP results have overall effects on national aviation industry such as routes, insurance, airlines cooperation and so forth. Low grades of results attract international attention and that leads to flag carrier's operation stoppage, route restriction, airlines cooperation restriction, insurance increase directly or indirectly. Thus it is important to get excellent grades in ICAO USOAP and to maintain confidence. Our government ranked top to get 98.89 grades in 2008 ICAO USOAP but after 2008 the revised provisions have not been reflected sufficiently into our air law. So I would like to grip reflection ratio of ICAO Annex 6 Part I into our domestic air law by using the most updated revised edition on this paper. Together I would like to suggest alternatives for the non-reflected and partially reflected.

• Journal of Navigation and Port Research
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• v.32 no.8
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• pp.653-658
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• 2008

The demand of international intermodal transportation is continuously increasing in accordance with a changing environment on international logistics, Under this circumstance, the Sea&Air intermodal transportation, combined by sea-based and air-based transport, has a potential growth in the future. After analyzing routes for Origin/Destination and implementing portfolio analysis, finally, this research aims to propose alternatives to create additional customers(or cargoes) for the Sea&Air transport. As a result of the analyses, China appeared to be a major customer of the Sea&Air transport in Korea because some of the Chinese areas - i.e. Qingdao, Shanghai, Weihai and Yantai - account for 88.1% of the total throughput. In general, this indicates that it would be more efficient to establish specific strategies targeting those major areas. Excluding the four areas, most of the other area, have much less demands and are relatively unstable. The demands, growth rates and market shares especially in Vladivostok, Dandong and Tianjinxingang are on the decrease, and therefore, stable strategies seems to be appropriate than aggressive strategies for these areas.

• International Journal of Air-Conditioning and Refrigeration
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• v.12 no.1
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• pp.1-9
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• 2004

The purpose of the present study is to examine the heat transport limitations in a screen mesh heat pipe for electronic cooling by theoretical analysis. Diameter of pipe was 6mm, and mesh numbers were 50, 100, 150, 200 and 250, and water was investigated as working fluid. According to the change of mesh number, wick layer, inclination and saturation temperature, the maximum heat transport limitations by capillary, entraintment, sonic and boiling were analyzed by a theoretical design method of heat pipe, including capillary pressure, pumping pressure, liquid friction coefficient in wick, vapor friction coefficient, etc. Based on the results, the capillary limitation in a small diameter of heat pipe is largely affected by mesh number and wick layer. Mesh number of 250 is desirable not to be used in pipe diameter of 6 mm, because capillary heat transport limitation decreases by the abrupt increase of liquid friction pressure due to the small liquid flow area. For the heat transport of 15 watt in 6mm diameter pipe, mesh number of 100 and one layer is an optimum wick condition, which thermal resistance is the smallest.