• Journal of Korea Port Economic Association
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• v.24 no.2
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• pp.193-208
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• 2008

This study aims to analyse the ripple effect of Physical distribution service industry on national economy using input-output tables and present the results as data for political plans in this field. For the analysis, it uses input-output tables developed and published by Sank of Korea in 1998, 2000, and 2003. To sum up the results, production inducement effects are 1757 for railroad transport, 1688 for road transport and 1617 for loading. Import inducement effects of assistant services, loading, storage, warehouse and other transport-related services are low while the effects of water and air transport are high as follows: 0.679 and 0.558 respectively. Then, added-value inducement effects are presented as follows: 0.841 for railway transport, 0.828 for road transport, 0.962 for transport assistant service, 0.939 for loading, 0.938 for storage and warehouse, and 0.942 for other transport-related services. Sensitivity dispersion index of road transport is high while that of water transport, storage and warehouse is low. And influence coefficient of railway and road transport is high while that of water and air transport is low. In respect to the employment structure of Physical distribution service industry, 744,000 are employed for road transport industry, which is the largest number, 19,000 for air transport and 20,000 for assistant services, which is the least number.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.2
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• pp.101-124
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• 2011

Since 1961, Aviation Act has regulated all aspects related to air transport business, aviation safety and airport. However, we are to face the new challenges that have to support air transport business more efficiently and air transportation services to the people effectively in condition of the globally competitive air transport industry. In this sense, the government proposed to devide "Aviation Act" into 'Air Transport Business Act', 'Aviation Safety Act', 'Airport Facility Act' in a timely manner. At first I am to take a look about the laws of traffic-related legislation and national laws of Japanese aviation system, and to evaluate implications. In addition, the background, the organization and the main information of the Act (Draft) will be introduced. And I would like to discuss the issues raised and suggest an alternative. In particular, the name of the Act (Draft), the specifying of airport manager operater, accounting method of airport development projects belong to the nation, the delegation of the authority and other issues are discussed to provide a starting point. In conclusion, the division of current "Aviation Act" is considered absolutely necessary. To stimulate fair competition, safety regulations and efficiency, the legislation process would be desirable in the direction of the total development of the aviation industry as well as ensuring aviation safety.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.10 no.1
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• pp.69-82
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• 2002

Recently, it appears that the major change in open skies agreement established the bilateral agreement and sub-regional multi-lateral agreement system with U.S.A. as the central figure. Specifically sub-regional multi-lateral air transportation cooperation is based on the bilateral agreement systems among the like minded countries. To develop the air transportation industry, Each country tries to come true free air transportation in bloc and deregulation in terms of market approach and traffic right. The purpose of this study is to look into the background of sub-regional air transportation cooperation and to expect the economic impact of the open skies agreement. We selected the Singapore in Asia-Pacific region as the subject of investigation. Even though Singapore is a small country in Asia-Pacific region. They have global competition power which is airport field as well as to airlines and tourism industry. Under this condition, we analyzed the economic impact of the open skies policy through the Input/Output analysis.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.1
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• pp.143-209
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• 2005

In 1994, the North Korea indicated their intention to open up airspace. The air route passing through from Daegue FIR to Pyungyang FIR has established in 1996. The air transport cooperation between South and North Korea seemed to be reinforced at the event of President Kim, Dae-Jung's visit to North Korea by passing through a temporarily established Yellow Sea Airway in the year of 2000. The nature characteristics of air transport burdening of many circumstantial situations, however, have kept cooperation between South and North Korea from being facilitated till now. Recently as the more exchange between North and South Korea, the more frequent opportunities to discuss economic cooperation, which in sequence increased political credibility has been increased. The rail, road, and port reconnecting has realized which have been regarded impossible. Furthermore, it is expected to transport personnel and goods through South-North direct connected routes in the near future This study shows several meanings of air transport cooperation between South and North Korea. It will be far beyond simply partial air route connecting in this region, it gives great significance to realize economic cooperation and Northeast hub through air transport industry sector. This will be an exit for air transport industry have suffered limits derived from North Korea troubles and difficulties in growing as Northeast air hub. Namely, South-North air connection denote its meaning in providing opportunities Korea to be Northeast Hub and advanced country having globally competitive air transport industry To develop strategy for air transport cooperation between South and North Korea. they were developed by SWOT analysis on the basis of circumstantial analysis. These strategy need to be commanded properly to the changes of surrounded circumstances. The study result show it is desirable to apply phasal strategies by using strengths, weaknesses, threats and opportunities factors underlying analysis of inner and outer circumstances to cooperate in air transport sector.

• The Korean Journal of Air & Space Law and Policy
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• v.9
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• pp.145-181
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• 1997

• 한국항공운항학회:학술대회논문집
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• 2004.11a
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• pp.22-29
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• 2004

• Aerospace Industry
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• v.61
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• pp.40-43
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• 1998

초음속 수송기에 가장 중요한 부분은 제트 엔진이다. 제1세대기인 콩코드는 취역후 20년을 지나도 안전하게 여객을 운송하고 있어 실적은 매우 좋다. 그러나 논 스톱으로 갈 수 있는 항송거리가 짧아 상업적으로 성공작이라고도 말하기는 어렵다. 게다가 엔진에서 나는 소음이 매우 심하여 극히 일부 공항 외에는 취역하지 못하는 결점도 있다. 항공여객의 증가와 아울러 서울 뉴욕간이 13시간이나 걸리는 현재로서는 좀더 쾌적하고 빠른 초음속기가 요구되어 새로운 항공기 제트 엔진의 출현이 기대되고 있다.

• Aerospace Industry
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• s.107
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• pp.54-57
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• 2010

신형 항공기 개발비 상승, 환경변화에 따른 새로운 탄소배출 규제조건, 항공운송 시장의 급격한 변화 등에도 불구하고 21세기 항공우주산업은 춘추전국시대를 방불케 하고 있다. 사실상 세계 민항기 시장을 양분하고 있는 보잉과 에어버스의 아성에 크고 작은 항공기 제작사들의 거센 도전이 계속되고 있기 때문 특히 지구 온난화에 따른 새로운 환경규제는 거대기업 보잉과 에어버스의 생존조차도 위협하고 있다. 생존할 것인가 도태될 것인가? 급변하는 21세기 항공우주시장 환경에서도 1위 자리를 고수하기 위해 보잉과 에어버스가 야심차게 준비하고 있는 비밀무기, B787과 A350을 비교해 본다.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.2
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• pp.113-136
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• 2020

Worldwide, so-called 'over-booking' of Air Carriers is established in practice. Although not invalid, despite their current contracts, passengers can be refused boarding, which can hinder travel planning. The Korean Supreme Court ruled that an airline carrier who refused to board a passenger due to over-booking was liable for compensation under the "Nonperformance of obligation". But what the court should be thinking about is when the benefit(transport) have been disabled. Thereforeit may be considered that the impossibility of benefit (Transport) due to the rejection of boarding caused by 'Over-booking' may be not the 'subsequent impossibility', but not the 'initialimpossibility '. The legal relationship due to initial impossibility is nullity (imposibilium nulla est obligation). When benefits are initial impossibile, our civil code recognizes liability for damages in accordance with the law of "Culpa in Contrahendo", not "nonperformance of obligation". On this reason, the conclusion that the consumer will be compensated for the loss of boarding due to overbooking by the Air Carrier is the same, but there is a need to review the legal basis for the responsibility from the other side. However, it doesn't matter whether it is non-performance or Culpa in Contrahendo. Rather, the recognition of this compensation is likely to cause confusion due to unstable contractual relationships between both parties. Even for practices permitted by Air Carriers, modifications to current customary overbooking that consumers must accept unconditionally are necessary. At the same time, if Air Carriers continue to be held liable for non-performance of obligations due to overselling tickets, it can be fatal to the airline business environment that requires overbooking for stable profit margins. Therefore, it would be an appropriate measure for both Air Carriers and passengers if the Air Carrier were to be given a clearer obligation to explain (to the consumer) and, at the same time, if the explanation obligation is fulfilled, the Air Carrier would no longer be forced to take responsibility for overbooking.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.4
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• pp.108-116
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• 2007

The purpose of this study is to analyze the technical and cost efficiency of Air Transport Industry on Global strategic alliances. In particular, this study develops Stochastic Frontier Approach for accurate judgement. Based on 20 major international airline corporations related with strategic alliances during the period 1995-2001, we find that alliances make a significant contribution to efficiency. On the other hand, it is found that the level of contribution to efficiency is different according to alliances. These results also changed greatly between pre- and post- Asian financial crisis period.