• The Korean Journal of Air & Space Law and Policy
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• v.23 no.1
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• pp.83-109
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• 2008

According to 1944 Chicago Convention aircraft are classified into public aircraft(or state aircraft) and private aircraft(or civil aircraft). However even if public aircraft owned by government are used as commercial flights, those are classified into private aircraft. But as far as space activities are concerned in the 1967 Outer Space Treaty, those are related to all activities and all space objects, thus there being no differentiation between the public spacecraft and private spacecraft. As for the institutions of air law there are ICAO, IATA, ECAC, AFCAC, ACAC, LACAC in the world. However in the field of space law there is no International Civil Space Organization like ICAO. There is only COPUOS in the United Nations. The particular institutions such as INTELSAT, INMARSAT, ITU, WIPO, ESA, ARABSAT would be helpful to space law field. In the near future there is a need to establish International Civil Space Organization to cover problems rising from all space activities. According to article 1 of the 1944 Chicago Convention the contracting States recognize that every State has complete and exclusive sovereignty over the airspace above its territory. It means that absolute airspace sovereignty is recognized by not only the treaty law and but also customary law which regulates non-contracting States to the treaty. However as for the space law in the article n of the 1967 Space Treaty outer space, including the moon and other celestial bodies, is not subject to national appropriation by claim of sovereignty, by means of use or occupation, or by any other means. It creates res extra commercium like the legal status of high seas in the law of the sea. However the 1979 Moon Agreement proclaimed Common Heritage of Mankind as far as the legal status of the outer space is concerned which is like the legal status of deep sea-bed in the 1982 United Nations Law of the Sea. As far as the liabilities of air transport system are concerned there are two kinds. One is the liabilities to passenger on board aircraft and the other is the liabilities to the third person or thing on the ground by the aircraft. The former is regulated by the Warsaw System, the latter by the Rome Convention. As for the liabilities of space law the 1972 Liability Convention applies. The Rome Convention and 1972 Liability Convention stipulate absolute liability. In the field of space transportation there would be new liability system to regulate the space passengers on board spacecraft like Warsaw System in the air transportation.

• Journal of Environmental Impact Assessment
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• v.28 no.3
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• pp.183-200
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• 2019

In this study, the characteristics of seasonal $PM_{2.5}$ behavior in South Korea and other Northeast Asian regions were analyzed by using the $PM_{2.5}$ ground measurement data, weather data, WRF and CMAQ models. Analysis of seasonal $PM_{2.5}$ behavior in Northeast Asia showed that $PM_{2.5}$ concentration at 6 IMS sites in South Korea was increased by long-distance transport and atmospheric congestion, or decreased by clean air inflow due to seasonal weather characteristics. As a result of analysis by applying BFM to air quality model, the contribution from foreign countries dominantly influenced the $PM_{2.5}$ concentrations of Baengnyeongdo due to the low self-emission and geographical location. In the case of urban areas with high self-emissions such as Seoul and Ulsan, the $PM_{2.5}$ contribution from overseas was relatively low compared to other regions, but the standard deviation of the season was relatively high. This study is expected to improve the understanding of the air pollutant phenomenon by analyzing the characteristics of $PM_{2.5}$ behavior in Northeast Asia according to the seasonal weather condition change. At the same time, this study can be used to establish the air quality policy in the future, knowing that the contribution of $PM_{2.5}$ concentration to the domestic and overseas can be different depending on the regional emission characteristics.