• Journal of Korean Society of Transportation
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• v.35 no.1
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• pp.37-49
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• 2017

This study proposes an analysis methodology for air quality improvement effect of transport and environment policy that are used for mobile pollution sources. The methodology considers the changes of traffic of road transport sources and air pollutant emission, the changes of atmospheric dispersion of air pollutants and the effects on the health of local residents in response to policy implementation. Especially, the changes to traffic flow must be considered in evaluating the effects on atmospheric environment as it has a direct connection to the effects of the policy in this study. We used bottom-up approach (BUA) based on the travel demand model to reflect the changes of travel behavior in detail in response to the policy implementation compared to the top-down approach (TDA) when calculating the changes of emission level of road transport. We showed the applicability of the proposed analysis methodology through a policy scenario analysis, and the analysis method can be effectively applied to the cases in which travelers' behavior changes are expected.

• Journal of Korean Society for Atmospheric Environment
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• v.34 no.2
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• pp.294-305
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• 2018

Quantitative assessment on the impact from North Korean emissions to surface particulate matter(PM) concentration in the Seoul Metropolitan Area (SMA), South Korea is conducted using a 3-dimensional chemistry transport model. Transboundary transport of air pollutants and their precursors are important to understand regional air quality in East Asian countries. As North Korea locates in the middle of main transport pathways of Chinese pollutants, quantifiable estimation of its impact is essential for policy making in South Korean air quality management. In this study, the Community Multiscale Air Quality Modeling System is utilized to simulate regional air quality and its sensitivity, using the Comprehensive Regional Emissions inventory for Atmospheric Transport Experiment 2015 and the Clean Air Policy Support System 2013 emissions inventories for North and South Korea, respectively. Contributions were estimated by a brute force method, perturbing 50% of North and South Korean emissions. Simulations demonstrate that North Korean emissions contribute $3.89{\mu}g/m^3$ of annual surface PM concentrations in the SMA, which accounts 14.7% of the region's average. Impacts are dominant in nitrate and organic carbon (OC) concentrations, attributing almost 40% of SMA OC concentration during January and February. Clear seasonal variations are also found in North Korean emissions contribution to South Korea (and vice versa) due to seasonal characteristics of synoptic weather, especially by the change of seasonal flow patterns.

• The Korean Journal of Air & Space Law and Policy
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• v.13
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• pp.151-166
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• 2001

• The Korean Journal of Air & Space Law and Policy
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• v.7
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• pp.151-175
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• 1995

In recent years, questions have arisen under several forms with respect to the need for adapting present legal order established under the Chicago Convention and relevant customary rules into newly developed environment surrounding the international air transport industry. Major feature of such trends included in opinions for modification of the present legal order might be defined as more liberalistic approach to this industry. In this respect, many scholars and lawyers in this field agree with a view that a theoretical tie between an aircraft/air liners and a register - State lies in political and strategical concern of the State so that each aircraft/air liners has been attributed a single nationality. In the context of such concern, each aircraft/air liners has been related with each register-State in the form of "genuine connection". However, present and near future development of air transport industry and its world - wide market requires some modification of such single nationality regime. Taking into account such circumstances, States as creator of present legal order are in the process of establishing new legal order where air liners with multi - nationality are capable of satisfying to such needs. As adopting a series of liberalization package for air transport industry in european continent, European Union adopts a concept of "community air carrier", by which an air space of each member State is open to each other, especially through the grant of cabotage right. A serious concern may arise in such grant because the Article 7 of the Chicago Convention prohibits such grant on an exclusive basis. While many theoretical opinions have been put forward concerning the interpretation of that article, a case of European Union shall be a good test of the range of its application. It is anticipated that future development around this issue shaH furnish us a major feature of the liberalization of international air transportation and an adaptation process of present legal order.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.97-136
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• 2004

The Northeast Asian air cargo market has expanded tremendously as a result of the opening up of the Chinese market. The importance of the Asia-Pacific region in the global air transport has also increased. The exchange of human and material resources, services, and information in Northeast Asia, which is expected to increase in the near future, requires that the airlines operating within this region adopt a more liberalized approach. This paper introduced alternatives which can be applied to the Northeast Asian airlines industry so as to bring about the integration of regional air transport: First, this paper found a need for individual Northeast Asian nations to alter their policies towards the airlines industry. Second, each country should further liberalize their respective domestic air transport. Third, there is a need for freer air service agreements to be signed between the nations of Northeast Asia. Fourth, the strategic alliances between the airlines operating in Northeast Asia should be further strengthened. Fifth, this liberalization process should be carried out in an incremental manner, beginning with more competitive airports and routes, or with less-in-demand routes. Sixth, there is a need for a shuttle system to be put into place between the main airports in China, Korea, and Japan. Seventh, these three nations jointly develop aviation safety and security systems that are in accordance with international standards. Eighth, the liberalization process of the aviation industry should be undertaken in conjunction with other related fields. Ninth, organizations linking together civil aviation organization in the Asia-Pacific area should be formed, as should each government linking together. By doing so, these countries will be able to establish regular venues through which to exchange opinions on the integration and liberalization of the air cargo market so as to induce the gradual liberalization of the actual market. The liberalization of the air transport in Northeast Asia will prove to be a daunting task in the short term. However, if the Chinese airlines continue to exhibit continuous growth and Japanese airlines are able to complete their move towards a low-cost structure, this process could be completed earlier than expected. Over the last twenty five years the air transport has undergone tremendous changes. The most important factor behind these changes has been the increased liberalization of the market. As a result, rates have decreased while demand has increased. This has resulted in turning the air transport industry, which was long perceived as an industry in decline, into a high-growth industry. The only method of increasing regional exchanges in the air transport is to pursue further liberalization. The country which implements this liberalization process at the earliest date may very well emerge as a leading force within the air transport industry.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.97-114
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• 2013

The 6th Worldwide Air Transport Conference was held in Montreal in March 2013 under the auspices of ICAO. This conference, which has been held every ten years, is dealing with virtually every issue of international air transport, and aiming at updating ICAO policy in order to ensure long-term growth of international civil aviation. Last conference which took place in 2003 focused on the liberalization of air transport, and the 6th conference shifted its focus from whether to push for liberalization, to how to implement it. The main agenda items for the 6th conference was liberalization, safeguards, ownership, fair competition, airports and air navigation facilities, charges, and ICAO policy. The liberalization, and in particular progressive liberalization has been a main theme over the past decades. In the process leading to liberalization, there needs to be the expansion of market access, easing regulation on ownership and control of airlines. Furthermore, the provision of enough infrastructure such as airport and air navigation facilities may be contributing factor to remove impediments to liberalization. However, out of concern as for undermining interests of consumer and the weak, when liberalization is proceeding in a sudden and radical manner, there should be safeguards so as to ensure market participation by developing countries, consumer protection, and economical and transparent decision on taxes and charges. Fair competition which differs from promoting competition in the market, is a policy in order to protect the weak players and consumers from monopoly and oligopoly. The Korean delegation submitted 3 WPs (WP/85, 86 and 87) and 1 IP, and presented WPs, at the conference, which were a lot compared with previous occasions. A paradigm shift was emphasized to expedite the process of liberalization at the 6th conference. The reality is that with many previous recommendations to stress the importance of liberalization, and to urge States to change their attitudes, the pace of the liberalization has been very slow and staggering. The liberalization of air transport will contribute to the growth of air transport and related industry, to create new employment, promoting tourism and regional development, and further to facilitating mutual understanding and exchange, which will also lead to making a barrier-free world. In this context, it is expected that the next conference will also evaluate the on-going process of liberalization.

• The Korean Journal of Air & Space Law and Policy
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• v.22 no.2
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• pp.135-154
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• 2007

The 3 Northeast Asian countries of Korea, Japan and China have been stricter to each other than to other countries of out-region in air liberalization. The prominent reason of this intra-regional protective policy in air transportation seems to be the difference in competitive strength of their national flag carriers. As the 3 countries realize the importance of their mutual cooperation in the region, since China grows to be one of the leading economies in the world and the intra-regional trade and visitors increase tremendously, they are now taking the policy of intra-regional air liberalization more vigorously than before. Especially air cargo liberalization is easier than air passenger liberalization because they realize that the development of open economy is based on free flow of logistics regardless of the competitiveness of their national flag carriers. As Korea is the leading country in the region to promote air liberalization, this paper reviews the importance and growing trend of air cargo, analyzes current air liberalization policy between Korea, Japan and China and the initial effects of open sky in the routes of Shandung-Korea, and suggests the new policies of air liberalization to promote free flow of air logistics.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.1-11
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• 2011

The main purpose of this paper is to estimate the impact of exchange rate and economic business activity on the passengers' demand for international transportation. The demand pattern depends upon the transport vehicles that the global passengers take. The global passengers' demand for transportation is modelled as exchange rate, industrial production and seasonal dummy variables. The seasonality is found in both water and air, but the former is far greater than the latter. All series span the period January 1990 to December 2008. The empirical results of this paper reveal that the income elasticity of sea transport is greater than that of air one, all of which are positive. The study also shows that the exchange rate has an significant impact on the demand for air transport, whereas it is insignificant in water transport. The impulse response function indicates that passengers increase steadily before peaking seven to eight months after the shocks to economic business activity and decline very slowly to its pre-shock level. The air passengers also respond negatively to the shocks in exchange rate and the impacts of exchange rate shock seem to decrease relatively slowly, while the water passengers respond positively after six months. The industrial production shocks remain above equilibrium for more than twenty four months, while the exchange rate shocks remain below equilibrium for more than twenty four months. Boosted by improved economic conditions worldwide, international tourism has recovered faster than expected from the impacts of the global financial crisis and economic recession of late 2008 and 2009. These facts suggest that the demand of global water transport has the high possibility of growing steadily and continuously.

• Corrosion Science and Technology
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• v.22 no.2
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• pp.115-122
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• 2023

This study aimed to elucidate causes of corrosion of heat transport pipes and air vents installed under a manhole of heat transport facilities and suggest effective anticorrosive measures by applying paints or adhesive tapes. It was found that air vent corrosion was attributed to corrosion under insulation caused by the inflow of water and the enrichment of chloride ions. The infiltrated water caused a hydrolysis of polyurethane foam (PUF) insulation by concentrating chloride ions at the interface between a pipe and the PUF. As insulator deteriorated, more chloride ions were eluted as confirmed by ion chromatograph (IC) analysis. As an effective method to prevent air vent corrosion, different types of paints and adhesive tapes with higher corrosion resistance on chloride ions were applied and environmental resistance tests were performed with those samples. Based on environmental test results of samples exposed to 10% HCl solution, it was revealed that a wax tape was the most adequate from a viewpoint of stability at operating condition, environmental resistance, surface treatment, and field applicability.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.17 no.3
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• pp.40-50
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• 2009

Avionics system's function for an air transport mission is analysed. The starting point for designing a Avionics system is a clear understanding of the mission requirements and the requirement allocation by the top level aircraft system. Therefore, the analysis begins by making a top-down analysis to the aircraft missions. The baseline mission is divided into segments, and each segment is subjected to a detailed analysis to establish the requirements for the Avionics system. Special attention is given to capture the key aspects of interfaces, and to incorporate them into the design.