• The Korean Journal of Air & Space Law and Policy
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• v.19 no.1
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• pp.165-182
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• 2004

According to the Annex 17 to the Convention on International Civil Aviation, an appropriate authority of each contracting state has to define and allocate tasks and coordinate activities between the departments, agencies and other organizations of the State, airport and aircraft operators and other entities concerned with or responsible for the implementation of various aspects of the national civil aviation security programme. It is generally recognized that the three major parties responsible for the aviation security at an airport are appropriate government departments, airport operator and airlines. The airlines are the beneficiaries of security activities as well as the provider of security activities. So, their responsibilities have been critical in protecting civil aviation from unlawful interferences. The airport has to take leading role in implementing security tasks at airport area because the airport operator is the provider of airport facilities and services to its customer and the security activities belong to its services. The government has the responsibilities not only for establishing regulatory system but also for oversighting the implementation of aviation security activities. The paper is to review the revision of aviation security regulation and the changes of aviation security responsibilities, and costs and task assignment in Republic of Korea after September 11 event. The responsibilities, tasks and costs assigned to airlines, airport operators and government are introduced and evaluated in terms of economic fairness, effectiveness and efficiency of aviation security activities. The drawbacks of new legal system are pointed out and the suggestions to remedy them are proposed as conclusions.

• Journal of Advanced Navigation Technology
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• v.24 no.3
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• pp.173-183
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• 2020

This research focused on such a passenger sample that used to fly between Incheon int'l airport(ICN) and Dubai int'l airport(DXB) using either a national carrier or gulf carriers because the route between ICN and DXB is one of the international air routes with the toughest competition under the global pressure of open air transport market. Based on the results from the empirical research, this paper proposed a competitive advantage which a national carrier must have to cope with global competition under the open sky policies and implications for sustainable strategies of them. National carrier passengers perceived product benefits had a significant positive effect on price reliability in spite of lower price competitiveness. Following the empirical analysis results, it was proven a national carrier should try to improve product benefit sought by passengers to maintain sustainable competitive advantage in the market against foreign airlines.

• Journal of Satellite, Information and Communications
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• v.12 no.4
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• pp.125-130
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• 2017

In recent, a rapid growth of the air tourism and leisure industry and the massive amount of investing plan by the national government, the local authorities have drawn new investment of new market entrance companies and increasing investment of current companies which have been diversified their business area. Whereas, few research literature on the asset structure formation which is the base of investment activity has been studied. In this study, we suggest the results of the impact of the asset structure to the managerial outcomes by the analysis of the asset structure of air transport industry, the sea transport industry, and the ground passenger transport industry that have been representing of the air tourism and leisure industry. As results of this study, we suggest the reference point of future invest direction and the way of improving effectiveness of air tourism and leisure industry.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.47-54
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• 2004

Recently, a large reduction in domestic aviation demand had roughly shown in the range between 34% and 75% in east central and western corridor of Korea. The reasons for the drop in air traffic demand were the provisioning of several new highway serveces and the national economic difficulties. Since April 2004, moreover, the Korea Train Express(KTX) was operated between Seoul and Daegu in the first phrase of 293Km in KTX operational distance and 258Km in air route distance. The operation of KTX significantly impacted air traffic volume, particularly on the overlapped air routes with KTX routes. This study analyzed the effects on air traffic demand in accordance with the opening of KTX by applying the Stated Preference (SP) survey method, the survey conducted prior to 8 months of the KTX initiative. Also, the comparison of the decreased demand forecast by SP analysis and actual revealed traffic volume during two months service after inauguration of KTX was conducted. The Seoul-Daegu route was analysed using the 3 variables considered access and egress time, fare rate, operational frequency. The result obtained from the analysis showed that air users would be preferred only 14%. Comparatively, however, the actual revealed air passengers after the opening KTX were remained 28%, The less "decreased demand" was caused by the instability of the KTX's operation in the initial stage. Therefore, small numbers of passenger were preferable to airservices rather than high speed railroad service.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.2
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• pp.458-468
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• 2019

This research attempted to estimate monthly sales of food and beverage at the passenger terminal of Incheon int'l airport from June of 2015 to December 2020. This paper used ARIMA-Intervention model which can estimate the change of the sales amount suggesting the predicted monthly food and beverage sales revenue. The intervention variable was travel-ban policy against south Korea from P.R. China since July 2016 to December 2017 due to THAAD in south Korea. According to ARIMA, it was found normal predicted sales amount showed the slow growth increase rate until 2020 due to the effect of intervened variable. However, the monthly food sales in July and August 2019 was 20.3 and 21.2 billion KRW respectively. Each amount would increase even more in 2020 and the amount would increase to 21.4 and 22.1 billion KRW. The sales amount in 2019 would be 7.7 and 8.1 billion KRW and climb up 7.9 and 8.2 billion KRW in 2020. It was expected LCC passengers tend to spend more money for F&B at airport due to no meal or drink service of LCC or the paid-in meal and beverage service of LCC. The growth of sales of food and beverate will be accompanied with the growth of LCC according to estimated data.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.3-43
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• 2018

Auf die ganze Welt macht unbemannte $Flugger{\ddot{a}}te$(sog.Drohnen) in vielen Bereichen rasch Fortschritte und Anwendungen gezeigt. Nachdem ferngesteuerte Drohnen $urspr{\ddot{u}}nglich$ $prim{\ddot{a}}r$ $f{\ddot{u}}r$ $milit{\ddot{a}}rische$ Zwecke entwickelt wurden, $erh{\ddot{o}}cht$ sich derzeit ihre zivile Nutzung sowohl im Freizeit- als auch im Dienstleistungsbereich(Paketdrohnen, Drohnen-taxi) stetig. Mit der vermehrten Drohnennutzung steigen allerdings auch die damit verbundenen Risiken und Herausforderungen. In Zusammenhang damit stellt sich dann die Frage, ob $gegenw{\ddot{a}}rtige$ Vorschriften im Bereich von Luftrecht zurecht gekommen sind. Es sieht sich gerade der zwei Schwerpunkt $gegen{\ddot{u}}ber$. Erstens kann $Passagierebef{\ddot{o}}rderung$ mit unbemanntem Luftfahrzeug(mehr als 150kg) im $gegenw{\ddot{a}}ritigen$ Luftrecht keine Anwendung finden. Denn das kor. Luftsicherheitsgesetz und sein Durchsetzungsverordnung definieren die Terminologie von unbemannten Luftfahrzeugen und unbemannten $Flugger{\ddot{a}}te$ als "wenn eine Person nicht an Bord geht und ferngesteuert wird". Also soll Drohne nach dieser gesetzlichen Definition nur "ohne Person" geflogen werden. Das besagt ohne Piloten und ohne Passagiere. Zweitens ist unbemannte $Flugger{\ddot{a}}te$(weniger als 150kg) nicht auf Handelsgesetz anzuwenden, auf das ${\ddot{u}}ber$ Anspruchsgrundlage und Zurechnungsnorm des gewerblichen Luftverkehr geregelt ist. Der unbemannte Luftfahrzeuglieferdienst bringt nicht nur die Gefahr einer $Besch{\ddot{a}}digung$ des Frachtguts mit sich, sondern auch die Gefahr von $Bodensch{\ddot{a}}den$ durch Dritte. Gemäß ${\S}$ 896 des Handelsgesetzes ist aber die Anwendung von unbemannte $Flugger{\ddot{a}}te$(weniger als 150kg) $hierf{\ddot{u}}r$ begrenzt, weil unbemannt $Flugger{\ddot{a}}te$ $einschl{\ddot{a}}gig$ in Ultralight $Flugger{\ddot{a}}t$ ist, die im Handelsgesetz ausschließlich besteht. Technische Fortschritt und die dadurch $erm{\ddot{o}}glichten$ kommerziellen Anwendungen werden die Nachfrage nach unbemannter $Flugger{\ddot{a}}te$ wecken. Die Umsetzung der $bez{\ddot{u}}glichen$ Vorschriften sollte auch diese Entwicklung aktiv begleitet und $fr{\ddot{u}}hzeitig$ kommuniziert und erarbeitet werden, damit Hersteller und Nutzer $fr{\ddot{u}}hzeitig$ Planungssicherheit haben.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.199-220
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• 2004

The Montreal Convention which came into force on November 4, 2003 over the world, has brought a fundamental change to the scope of carrier liability and expanded the sue scope of the carrier. Not only confirms the carrier liability, it also reflects the effects of code-share. In addition to integrate the existing principles that adopted by many conventions, the Montreal Convention has systematized the unity of international air transport into a single convention. It even successfully increased the extremely low compensation amount which was pointed out as a problem in the Warsaw Convention before. The Warsaw Convention, originally stood for the carriers, began to reflect the standpoint of the passengers. The Chinese Civil Aviation Law came into force on March 1, 1996. One of the significant characteristics of the law is that, the regulation on public and private law is mixed combined. Therein, the content of carrier liability system is prescribed in Chapter 9, which is explained in detail in this study. Besides, the relationship between the Montreal Convention and China will be expounded too. So far, China ranks the 5th in RPK and the 6thin FrK. However, in spite of the high ranks, China has not yet joined this convention. This can be regarded as a serious problem. China should join it as soon as possible for a further development and deeper cooperation with the air-industry-developed countries. Once the government ratifies the Montreal Convention, it will benefit both the Chinese passengers and the airlines.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.20 no.1
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• pp.26-33
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• 2012

Competition between air transportation and railways has grown fiercer in major countries around the world with the rise of high-speed railways. In South Korea, air passenger travel has been rapidly decreasing since the initial launch of the Seoul-Pusan KTX line in 2004 and second opening that followed in 2010. Further expansion of the high-speed railway is expected. At present, research efforts to verify the validity of constructing an underwater express railway tunnel between Ho-nam and Jeju Island are taking place. Considering the possible high speed railway connection between Seoul and Jeju Island, this thesis has analyzed the choice behavior of existing passengers of the major and low-cost carriers. For this, Stated Preference (SP) research has been performed for three variables, including fare, travel time and the number of runs, to estimate the substitution rate of each of the three variables. Binomial Logit Model has been estimated with the obtained data. The estimation of the model has found that airline passengers of major and low-cost carriers are willing to pay approximately 7,200 KRW and 5,000 KRW, respectively, to reduce travel time by one hour. If the number of runs in one day increases, it has been estimated that the passengers are willing to pay additional fares of about 390 KRW and 30 KRW, respectively. On the other hand, the substitution rate between the number of runs and the travel time was found to be somewhat insignificant. If the construction of the Seoul-Jeju line progresses in the future, this study could be used as preliminary data for determining fares, travel time and the number of runs.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.21 no.4
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• pp.77-89
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• 2013

The purpose of this study is to anticipate the air travel demands over the period of 164 months, from January 1997 to August 2010 using ARIMA-Intervention modeling on the selected sample data. The sample data is composed of the number of the passengers who in the domestic route for Jeju route. In the analysis work of this study, the past events which are assumed to have affected the demands for the air travel routes to Jeju in different periods were used as the intervention variables. The impacts of such variables were reflected in the presupposed demand. The intervention variables used in this study are, respectively, the World Cup event in 2002 (from May to June), 2003 SARS outbreak (from April to May), Tsunami in January 2005, and the influenza outbreak from October to December 2009. The result of the above mentioned analysis revealed that the negative intervention events, like a global outbreak of an epidemic did have negative impact on the air travel demands in a risk aversion by the users of the aviation services. However, in case of the negative intervention events in limited area, where there are possible substituting destinations for the tourists, the impact was positive in terms of the air travel demands for substituting destinations due to the rational expectation of the users as they searched for other options. Also in this study, it was discovered that there is not a binding correlation between a nation wide mega-event, such as the World Cup games in 2002, and the increased air travel demands over a short-term period.

• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.75-82
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• 2009

Air transport markets are composed of airlines' networks through their base airports. The analysis of an air transport market has been focusing on determining the efficiency or competitiveness of airports or airlines in the market using number of routes, number of passengers, transfer rates, revenues, costs, and other data. However, little work has been done in analyzing the airport network itself. Assuming the air transport markets of Korea, China, and Japan are integrated, this paper aims to analyze the characteristics of the resulting airport network. To that end, the degree of connectivity, the degree of closeness, and the betweenness of centrality are employed. The analysis shows that Incheon International Airport is better than most other airports in terms of the degree of connectivity and that of closeness. Airports in Japan, however, exhibit strong connectivity but weak closeness and betweenness of centrality. Although it has low connectivity, Shenyang Airport has a possibility of becoming an attractive point of the integrated market in the future due to its high degree of closeness.