• The Korean Journal of Air & Space Law and Policy
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• v.17
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• pp.55-89
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• 2003

What are the international aviation regimes? It is said that they are sets of principles, norms, rules, and decision-making procedures of international aviation around which aviation actors' (states-actors, intergovernmental aviation organization, international aviation conventions, airlines and their organizations etc.) expectations converge in a given aviation issue-area for the purposes of the human welfare and the operations of the stable civil aviation. In this regards, the purposes of this study are focused on the aviation actors' shifts. Chronologically, international aviation regimes have been developed by some stages as followings; The 1st stage is the period from 1944 Chicago Convention to 1978 US Deregulation Act, when the aviation regulations and rules within the international aviation relations were implemented by Chicago-Bermuda regimes as Christer Jonsson pointed out. In this first stage, the sovereignty for the airspace over their countries is absolute. The second stage is the period from 1978 to '1992 Open Skies Agreement' between US and Netherlands. In this regime, airlines' activities as well as state-actors' have been actuated. The third stage is the period from 1992 to the contemporary. In this stage, airlines' activities for the consumers such as 'Open Skies Agreements', 'e-commerce business', 'airspace open policy within EU area', 'service open policy of WTO', and 'airlines' strategic alliance' are the central focal points in the world aviation relationship. In the conclusion, this phenomenon of the core actors in the international aviation rules has been shifted from the states-actors to the non-states actors especially, operating airlines, or consuming customers. Finally, I' d like to suggest that international aviation regimes should be developed to promote and facilitate the globalized level for the people's movements among the global aviation society. That is the way to proceed to the welfare and peace for all human beings of the World.

• Journal of Korean Society of Transportation
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• v.24 no.2 s.88
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• pp.91-100
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• 2006

This paper examines the situation and tasks of UK rail privatization, especially focusing on after the Hatfield rail accident. Earlier research which focused on the UK's Privatization had little knowledge of the explanations for recent changes. Moreover they had difficulty making a direct comparison between national rail and the privatized rail. Therefore we aye left without a good explanation which has a comprehensive perspective. I attempt to show the change in the rail privatization Process and its outcome, focusing on after the Hatfield rail accident. This Paper argues that the UK's vail privatization process has a regulatory framework which is too complicated with overlapping responsibilities that brought about inefficiency, increasing costs and a superficial safety regime. Especially the planning of rail and infrastructure maintenance did not come to play an appropriate role. However after 2000, the government took charge of setting the strategy for railways, and the Office of Rail Regulation covered safety performance and cost. explain that these changes present a good opportunity to solve the problem of passing the buck for poor performance. Through the analysis, I find that the passenger rail network is well-suited to deliver long distance business and commuters and that the subsidy from the government is decreasing. However, performance, for example punctuality and reliability. should be improved. Especially the Hatfield rail accident caused a reduction in the satisfaction of passengers. In future. the problems of rising costs and monopoly franchise system should be addressed.

• Korean Journal of Heritage: History & Science
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• v.56 no.3
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• pp.46-59
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• 2023

Various Baekje ground-level building sites have been identified, in Pungnaptoseong Fortress, including Mirae Village's site E-1. However, building site E-1 is the only one with excavated roof tiles that are directly connected to the building site. As for building sites E-2, D-1, and D-2, which are comparable to site E-1, it is very possible that they had tiles on the roof based on their jeoksim (blocking facilities for roof slopes) and building structures. Also, although they are semi-underground pit structures, pit building sites A-30 and modern apartment site A-5, as well as the No.44 remains of Gyeongdang District, which is closer to a ground-level type, the buildings with tiles may have been constructed in the form of partial tile roofs rather than full-face tile roofs. Therefore, there may be several reasons behind the use of tiles on roofs in the early days, but the primary background of the building's authoritative function would have been considered first. Considering that China and Japan started using tiles on nationally important buildings such as palaces, temples, and ritual buildings, it may be presumed that Baekje began using tiles from the time it centralized power. It is believed that Baekje's early roof tile buildings evolved from rudimentary residential architecture to advanced public architecture, taking into consideration fire prevention and structural stability in large buildings. It is difficult to find similar cases in Korea with structural features such as the elevated foundations or underground stone foundations that can be found in Mirae Village building site E-1. Rather, similar architectural techniques can be found in China and Japan. In China, similar construction techniques were discovered in buildings of worship that were primarily built in the palace surroundings, such as Jangan Castle. Based on this, it appears that roof tile building sites, such as site E-1, that have been discovered have a strong correlation with the characteristics of buildings of worship, and ground type buildings, such as sites D-1 and D-2, are important facilities that are related to important public facilities such as state-run warehouses. This provides many implications regarding the early Baekje city structure.