• Journal of the Korean Society for Aviation and Aeronautics
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• v.27 no.4
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• pp.44-51
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• 2019

This study analyzes the trade patterns that occur between Korea and ASEAN countries through air transport, one of Korea's trade transport methods. In order to understand the detailed characteristics of the air transport sector, the dependent variables were analyzed by dividing them into amount and weight. As a result, the amount of exports, imports, and trade was proportional to GDP per capita representing income level, and inversely proportional to GDP representing national economic power. In terms of air transport weight, exports, imports and trade were all proportional to GDP representing economic power and inversely proportional to GDP per capita representing income levels. In addition, the national area acted as a factor to reduce the trade volume, and the number of airports and inland countries did not show any significant results.

• Journal of Korean Society for Atmospheric Environment
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• v.11 no.2
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• pp.163-170
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• 1995

The STEM II(Sulfur Transport Eulerian Model II) was adapted to investigate air pollutant transport phenomena between Eastern China and Korea. The movement of the high concentration region was clearly identified for the sulfate but was mot visible for SO$_{2}$. The 10.sim. 16 times more amount of SO$_{2}$ is transported to Korea compared to that of the local emission while the amount of the sulfate transported to Korea is 1 .sim. 1.3 times more than that of the sulfate produced by photo-chemical reaction in Korea. APTIs(Air Pollutant Transport Indices) for SO$_{2}$ and sulfate are approximately 0.85, which implies that the most of the SO$_{2}$ and sulfate existed in Korea are transported from Eastern China.

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.2
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• pp.107-142
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• 2012

An aircraft has been one of the most important transportation means and disputes due to damage caused by delay of the aircraft happen many times out of ones related to the air transport. In 2011, the Air Transport Act in Commercial Law was established to regulate national air transport and the legislative system of air carrier's liability to handle delay of passengers or baggage was legislated here. Although there are some clauses related to the legislative system of air carrier's liability, they are very important because they deal with disputes due to damage caused by delay of the aircraft. The Air Transport Act in Commercial Law has a good point of adopting the global standard of 1999 Montreal Convention, but it has also a bad point of having the problems of 1999 Montreal Convention. There are some contents to be modified in the Air Transport Act in Commercial Law. First, the definition of 'Delay of Aircraft' needs to be enacted because it is important to materialize air carrier's liability due to damage caused by delay. Second, it is necessary to modify the clause in which air carrier's liability due to damage caused by delay of passengers is divided into two things, one is in case of national air transport and the other is in case of international air transport, and the limited amount of air carrier's liability in national air transport is eight times less than the latter because they are not so helpful to air carriers but too disadvantageous to aircraft passengers. Third, it is also necessary to amend the clause in which the limited amount of air carrier's liability due to damage caused by loss damage or delay of baggage has been legislated same without classifying the case into loss damage and delay, because they are generally different from each other in terms of extent of damage, therefore the limited amount of air carrier's liability by delay of baggage should be classified into in case of loss damage and in case of delay. It is desired that the Air Transport Act in Commercial Law including the clauses related to air carrier's liability by aircraft damage be developed continually by sufficient study and discussion about the necessity of amending it such as the one mentioned above.

• 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.

• Journal of Korean Society for Atmospheric Environment
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• v.26 no.1
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• pp.34-47
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• 2010

Long-range transport of air pollutants was simulated using Comprehensive Acid Deposition Model (CADM) and Yonsei University-Sulfuric Acid Deposition Model (YU-SADM). For the simulation, weather patterns that represent the four seasons were derived through a clustering analysis with 5-years of meteorological data. The simulation result showed that in spring, influenced by strong low pressure from China, air pollutants of moved to the Korean Peninsula. In summer, humid air moved into the Korean Peninsula across the Yellow Sea while the north pacific high pressure extended, making the concentration of air pollutants lower than that in the other seasons. In autumn, air pollutants were transported by the northwest wind caused by the movement of high pressure over the Yellow Sea, while in winter air pollutants were influenced by northwest winds from continental highs. The amount of air pollutants in each season showed that high amount of pollutants were transported in winter due to the strong northwest wind. The in-flows were 3 to 8 times higher than those of the other seasons, and out-flows were about as twice as high. The amount of wet deposition in summer and autumn increased significantly compared to the amount in the other seasons due to the increase of rainfall. Source-receptor relationship analysis for sulfur showed that 70 to 91 precent of the total deposition came from the self-contribution by the Korean Peninsula. In winter, contribution from China was about 25 percent of the total deposition which was higher amount than any other season.

• Journal of environmental and Sanitary engineering
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• v.21 no.1 s.59
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• pp.12-20
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• 2006

This paper was conducted concerning the degree of indoor air quality in public transport vehicles such as taxicabs, buses and subway trains, as sampled through the active participation of drivers and passengers in Seoul between 13th August 2005 and 2nd November 2005. The results were summarized as follows: 1. Among the measured substances especially respirable particulate matters ($PM_{10}$), total bacteria counts (TBC) and carbon dioxide ($CO_2$) exceeded the standard level of $150{\mu}g/m^3,\;800CFU/m^3$ and 1000ppm. 2. The concentration of carbon dioxide ($CO_2$) in taxi recorded 2491ppm, which is more than the standard amount of 1000ppm. This level was comparatively higher than all other public transportation methods. Total bacteria counts (TBC) in bus and subway recorded $1082CFU/m^3\;and\;1856CFU/m^3$, respectively. 3. The drivers who regularly work long hours showed the higher concern about contamination of the air inside the public transport vehicles and they considered it to be worse than the air outside. In contrast, the general public showed less concern about the air quality inside the public transport vehicles. However, they too acknowledged that the quality of the air inside the public transport vehicles was poor. In regards to the degree of indoor air quality in the public transport vehicles, a counterplan must be implemented urgently to effectively combat the excessive levels of $PM_{10}$, microorganism and $CO_2$. We need to gather more conclusive evidence pertaining to other possible contaminants and influencing factors.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.83-138
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• 2017

Korea-China FTA entered into force on the 20th of December 2015, and one year elapsed after its effectuation as the FTA with China, our country's largest trading partner. Therefore, this study looks at the trends of air transport trade between Korea and China, and examines the contents of concessions to the air transport services sector in Korea-China FTA, and analyzes the impact on the air transport sector by Korea-China FTA, and proposes our country's aviation policy direction in order to respond to such impact. In 2016 the trends of air transport trade between Korea and China are as follows : The export amount of air transport trade to China was 40.03 billion dollars, down by 9.3% from the last year, and occupied 32.2% of the total export amount to China. The import amount of air transport trade from China was 24.26 billion dollars, down by 9.1% from the last year, and occupied 27.7% of the total import amount from China. The contents of concessions to the air transport services sector in Korea-China FTA are as follows : China made concessions to the aircraft repair and maintenance services and the computer reservation system services with limitations on market access and national treatment in the air transport services sector of the China Schedule of Specific Commitments of Korea-China FTA Chapter 8 Annex. Korea made concessions to the computer reservation system services, selling and marketing of air transport services, and aircraft repair and maintenance without limitations on market access and national treatment in the air transport services sector of the Korea Schedule of Specific Commitments of Korea-China FTA Chapter 8 Annex. The impact on the air transport sector by Korea-China FTA are as follows : As for the impact on the air passenger market, in 2016 the arrival passengers of the international flight from China were 9.96 million, up by 20.6% from the last year, and the departure passengers to China were 9.90 million, up by 34.8% from the last year. As for the impact on the air cargo market, in 2016 the exported goods volumes of air cargo to China were 105,220.2 tons, up by 6.6% from the last year, and imported goods volumes from China were 133,750.9 tons, up by 12.3% from the last year. Among the major items of exported air cargo to China, the exported goods volumes of benefited items in the Tariff Schedule of China of Korea-China FTA were increased, and among the major items of imported air cargo from China, the imported goods volumes of benefited items in the Tariff Schedule of Korea of Korea-China FTA were increased. As for the impact on the logistics market, in 2016 the handling performance of exported air cargo to China by domestic forwarders were 119,618 tons, down by 2.1% from the last year, and the handling performance of imported air cargo from China were 79,430 tons, down by 4.4% from the last year. In 2016 the e-commerce export amount to China were 109.16 million dollars, up by 27.7% from the last year, and the e-commerce import amount from China were 89.43 million dollars, up by 72% from the last year. The author proposes the aviation policy direction of Korea according to Korea-China FTA as follows : First, the open skies between Korea and China shall be pushed ahead. In June 2006 Korea and China concluded the open skies agreement within the scope of the third freedom and fourth freedom of the air for passenger and cargo in Sandong Province and Hainan Province of China, and agreed the full open skies of flights between the two countries from the summer season in 2010. However, China protested against the interpretation of the draft of the memorandum of understanding to the air services agreement, therefore the further open skies did not take place. Through the separate aviation talks with China from Korea-China FTA, the gradual and selective open skies of air passenger market and air cargo market shall be pushed ahead. Second, the competitiveness of air transport industry and airport shall be secured. As for the strengthening methods of the competitiveness of Korea's air transport industry, the support system for the strengthening of national air carriers' competitiveness shall be prepared, and the new basis for competition of national air carriers shall be made, and the strategic network based on national interest shall be built. As for the strengthening methods of the competitiveness of Korea's airports, particularly Incheon Airport, the competitiveness of the network for aviation demand creation shall be strengthened, and the airport facilities and safety infrastructure shall be expanded, and the new added value through the airport shall be created, and the world's No.1 level of services shall be maintained. Third, the competitiveness of aviation logistics enterprises shall be strengthened. As for the strengthening methods of the competitiveness of Korea's aviation logistics enterprises, as the upbringing strategy of higher added value in response to the industry trends changes, the new logistics market shall be developed, and the logistics infrastructure shall be expanded, and the logistics professionals shall be trained. Additionally, as the expanding strategy of global logistics market, the support system for overseas investment of logistics enterprises shall be built, and according to expanding the global transport network, the international cooperation shall be strengthened, and the network infrastructure shall be secured. As for the strengthening methods of aviation logistics competitiveness of Incheon Airport, the enterprises' demand of moving in the logistics complex shall be responded, and the comparative advantage in the field of new growth cargo shall be preoccupied, and the logistics hub's capability shall be strengthened, and the competitiveness of cargo processing speed in the airport shall be advanced. Forth, in the subsequent negotiation of Korea-China FTA, the further opening of air transport services sector shall be secured. In the subsequent negotiation being initiated within two years after entry into force of Korea-China FTA, it is necessary to ask for the further opening of the concessions of computer reservation system services, and aircraft repair and maintenance services in which the concessions level of air transport services sector by China is insufficient compared to the concessions level in the existing FTA concluded by China. In conclusion, in order to respond to the impact on Korea's air passenger market, air cargo market and aviation logistics market by Korea-China FTA, the following policy tasks shall be pushed ahead : Taking into consideration of national air carriers' competitiveness and nation's benefits, the gradual and selective open skies shall be pushed ahead, and the support system to strengthen the competitiveness of air transport industry and airport shall be built, and entry into aviation logistics market by logistics enterprises shall be expanded, and the preparations to ask for the further opening of air transport services sector, low in the concessions level by China shall be made.

• 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 Environmental Science International
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• v.8 no.1
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• pp.135-144
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• 1999

Air quality modeling about coastal urban region such as Pusan shoud be consider shipping source emmited from ships anchoraging and running. It has been proved at our previous studies that the ratios of air pollutants emission amount in coastal area to inland are 12.2% for NO$_2$ and 11.7% for $SO_2$ and the air qualify of coastal urban area consierably counts on ships. Also the dispersion pattern of the all pollutants followed local circulation system in this region. Therefore this study has been developed air quality model which can describe the formation, transport, transformation and deposition processes of air pollutants considering shipping source. Currently, restriction for emission amount of ships does not exist, so our study will be useful to set the omission standard and for devising air quality policy in coastal urban region.

• Proceedings of the Korean Environmental Sciences Society Conference
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• 2003.11a
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• pp.65-68
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• 2003

A quantitative study of the amount of air transported between the boundary layer and the free atmosphere is important for understanding air quality and upper tropospheric ozone, which is a greenhouse gas. Frontal systems are known to be an effective mechanism for the vertical transport of pollutants. Numerical experiments have been performed with a simple two-dimensional front model to simulate vertical transport of trace gases within developing cold fronts. Three different trace gases experiments have been done numerically according to the different initial fields of trace gases such as aerosol, ozone and $H_2O_2$. Trace gas field tilts to the east while the front tilts to the west. Aerosol simulation shows that pollutants can be transported out of the boundary to altitudes of about 10 km. The stratospheric ozone is brought downwards in a tropopause fold behind of the frontal surface. The meridional gradient in trace gas ($H_2O_2$) can cause a complicate structure in the trace field by the meridional advection.