• The International Journal of Costume Culture
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• v.13 no.1
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• pp.9-11
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• 2010

East and West meet in Kenya as tourists to enjoy the climate, hospitality and tourist attractions. Handicraft traders target tourists from the East and the West to buy handicrafts. This research was carried out among textile handicraft traders in open air markets in Nairobi, Kenya to find out their product range, customer base and issues affecting their businesses. The study found that only 25% of the handicraft traders exported abroad. Most of the traders would like to and would benefit more from export trade; however they face challenges in doing so. Handicraft traders are constrained in exporting their products to the East and West because of insufficient information, inadequate capital and lack of contacts in the export location.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.26
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• pp.115-141
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• 2005

This study explores how strategic alliance activities are evolving and the factors that impact on the formation and development of airline alliances. Findings show the initiation of regional and more liberalized bilateral, or open skies, agreements have removed some of the impediments to structural changes in international aviation. Airlines in more liberal markets enter into greater numbers and more integrative forms of alliances. Also, airlines, on average, achieve better results of operation if the market is more liberal. Essentially, there is a positive relationship between the developments of alliances and the liberalization of air transport markets. It has been questioned that the US bilateral open skies agreements provide its carriers more access to the global market and countries that do not enter into such agreements with the US risk a loss of traffic. Consequently, open skies agreements may enable carriers who have the freedom to exercise market power to be dominant in the markets. This suggests that regulatory coordination and liberalization of international aviation reinforce each other and should therefore be pursued simultaneously.

• Proceedings of the Korean DIstribution Association Conference
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• 2007.11a
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• pp.155-178
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• 2007

The purpose of this study is to provide the strategic implication of the Korean open air market by examining the factors affecting their competitiveness. I have undertaken empirical research that uses the methodology of a mixture regression modeling, as a way to ascertain the determinants of competitiveness for the Korean open air market. I construct a mixture regression model which uses the proportions of merchandise categories as explanatory variables and the number of visitors as a dependent variable. The analysis of results show that competitive and non-competitive markets have different proportions of merchandise categories. The finding shows that stock farm products and home appliances are major influencers on the number of visitors in neighborhood markets. The finding also presents that stock farm products and processed foods are major influencers on the number of visitors in small & medium-sized city markets.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.22 no.1
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• pp.136-144
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• 2014

This paper studied what kind of effects were made through Open Sky agreement on Korea-China air transport market. To analyze the effects on air transport markets brought by liberalization, this paper studied transport volume, number of airlines, passenger and cargo and routes from 2000 to 2012 Korea-China aviation statistics. Liberalization of shandong and Hainan Provinces agreed in 2006 caused significant differences in frequencies, transport volume, and the number of routes for both passenger and cargo services between 2007 and 2008, as well as statistically significant effects. The analysis on the effect of Korea-China Open skies Agreement between 2000 and 2012 was no difference because the global financial crisis in September 2008.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.2
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• pp.32-39
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• 2007

Air Transportation industry becomes more competitive that the restriction on new access to market were eased and relaxed. Liberalization of international air transport will continue, via bilateral and multilateral process. Korea, Japan, and China have expanded enormously the economic trade and cultural exchange bilaterally in the Northeast Asia, they are acknowledging the importance and necessity of improved connection, it order to face effectively other regional blocks of US-Canada, NAFTA, ASEAN, CLMV. In particular, nobody denies that it is urgent to liberalize bilaterally the air transport in Northeast Asia for promoting reciprocal benefits and prosperity. Recently while open skies bilateral agreements was signed between Korea-China in June, 2006. The agreements processes are too heavily influenced by flag carriers; leading to capacity/market sharing between the bilateral carriers in most markets, against the interest of consumers and overall economic interest of the nation. For successful operation of Northeast Air Market, it is need to set up development strategy paradigm by creating cross-border sub-regional (Northeast Asian) open skies bloc as well as preparing and creating of LCCs operations.

• Journal of the Korean Geographical Society
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• v.39 no.6 s.105
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• pp.955-970
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• 2004

With the flow of globalization, world aviation markets are showing growing trends toward liberalization, deregulation, and privatization. At the same time, also apparent is a strong trend toward regionalism on aviation markets to realize open skies at the regional level. This research examines the recent trend of regionalism in the world aviation market from a political economic perspective, taking a single European aviation market as an example. The results show that the creation of a single European aviation market is the EU's strategic response against the US to enhance the European aviation industry's competitiveness. More specifically, the results show that the European countries are creating a single European aviation market in order to stand against the US' so-called 'divide and nile policy' and 'encirclement strategy' and to make their airliners to have competitive advantages over the US airliners on the lucrative North-Atlantic air routes. Recently, the single European aviation market is expanding by including the Mediterranean and Balkan states to pursue Pan European aviation cooperation and to develop European Common Aviation Area so that it can continuously enhance its negotiating leverage against external markets. The results imply that it is urgent for the Northeast Asian countries to create their own regional aviation bloc to develop their aviation industry and to increase their negotiating power against external countries.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.2
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• pp.139-162
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• 2010

In terms of the international air transport, the open skies policy implies freedom in the sky or opening the sky. In the normative respect, the open skies policy is a kind of open-door policy which gives various forms of traffic right to other countries, but on the other hand it is a policy of free competition in the international air transport. Since the Airline Deregulation Act of 1978, the United States has signed an open skies agreement with many countries, starting with the Netherlands, so that competitive large airlines can compete in the international air transport market where there exist a lot of business opportunities. South Korea now has an open skies agreement with more than 20 countries. The frequent flyer program (FFP) is part of a broad-based marketing alliance which has been used as an airfare strategy since the U.S. government's airline deregulation. The membership-based program is an incentive plan that provides mileage points to customers for using airline services and rewards customer loyalty in tangible forms based on their accumulated points. In its early stages, the frequent flyer program was focused on marketing efforts to attract customers, but now in the environment of intense competition among airlines, the program is used as an important strategic marketing tool for enhancing business performance. Therefore, airline companies agree that they need to identify customer needs in order to secure loyal customers more effectively. The outcomes from an airline's frequent flyer program can have a variety of effects on international competition. First, the airline can obtain a more dominant position in the air flight market by expanding its air route networks. Second, the availability of flight products for customers can be improved with an increase in flight frequency. Third, the airline can preferentially expand into new markets and thus gain advantages over its competitors. However, there are few empirical studies on the airline frequent flyer program. Accordingly, this study aims to explore the effects of the program on international competition, after reviewing the types of strategic alliance between airlines. Making strategic airline alliances is a worldwide trend resulting from the open skies policy. South Korea also needs to be making open skies agreements more realistic to promote the growth and competition of domestic airlines. The present study is about the performance of the airline frequent flyer program and international competition under the open skies policy. With a sample of five global alliance groups (Star, Oneworld, Wings, Qualiflyer and Skyteam), the study was attempted as an empirical study of the effects that the resource structures and levels of information technology held by airlines in each group have on the type of alliance, and one-way analysis of variance and regression analysis were used to test hypotheses. The findings of this study suggest that both large airline companies and small/medium-size airlines in an alliance group with global networks and organizations are able to achieve high performance and secure international competitiveness. Airline passengers earn mileage points by using non-flight services through an alliance network with hotels, car-rental services, duty-free shops, travel agents and more and show high interests in and preferences for related service benefits. Therefore, Korean airline companies should develop more aggressive marketing programs based on multilateral alliances with other services including hotels, as well as with other airlines.

• The Korean Journal of Air & Space Law and Policy
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• v.24 no.2
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• pp.69-104
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• 2009

This study is to know the Enhancement of Aviation Safety for Low Cost Carrier in Korea through the long and mid term air safety policy. Especially, the aviation safety authorities of the developed countries in aviation establish action plans under the system plan of central government. Then the countries implement those plans systematically to the related aviation business so that they promote efficient air safety policy implementation. At this time, the Korean government should present the vision about an air safety and systematic strategic plan to cope with the future aviation industry change. Also, it is needed to establish a specific aviation safety action plan. Namely, an air safety master plan and long-term road map must be established. This paper deduces some implications through the abroad cases of aviation safety plan, and then tries to find the applying method of the implications to Korea in the rapidly changing aviation market in the 21st century. It is expected that this paper will help the Korean aviation industry to play a major role in the future. In oder to get suggestions aviation policies of advanced countries with regard to aviation safety, we have looked at the aviation policies of the U.S., the U.K., Australia and Japan, and also LCC's states overseas, LCC's safety policies in Korea, and aviation safety status. Since existing LCCs and new LCCs based in Korea have become the new concept, this new market for LCC has been booming recently. Around Southeast Asia, while there are some LCCs including Air Asia which is supported by the government of Malaysia with emphasis on safety, there are other LCCs, which have failed to achieve confidence in safety and have led to aircraft accidents and financial mismanagement, so we need to verify the safety of overseas LCCs, try to improve domestic LCCs in order to fly international routes and aid international aviation safety. LCCs have been increasing lately thanks to open skies policy and a wide variety of flights.lines. Air Busan, Jin Air, Jeju air, Eastar Air are in service. so the risk of new potential hazards may increase. Therefore it is necessary to take the initiative in aviation markets inside and outside of Korea and the safety management of new LCCs should be taken more seriously than ever before. Among overseas aviation safety policies, we need to implement the FAA's Filght Plan which has a specific Business Plan. I hope this thesis will help improve aviation safety locally and internationally.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.1
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• pp.38-53
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• 2007

In a seminal judgment of November 2002 (Case C-476/98) relating to the compatibility with Community laws of the 'nationality clause' in the 1996 amending protocol to the 1955 U.S.-German Air Services Agreement, the European Court of Justice(ECJ) decided that the provision constituted a measure of an intrinsically discriminatory nature and was thus contrary to the principle of national treatment established under Art. 52 of the EC Treaty. The Court, rejecting bluntly the German government' submissions relying on public policy grounds(Art. 56, EC Treaty), seemed content to declare and rule that the protocol provision requiring a contracting state party to ensure substantial ownership and effective control by its nationals of its designated airlines had violated the requirement of national treatment reserved for other Community Members under the salient Treaty provision. The German counterclaims against the Commission, although tantalizing not only from the perusal of the judgment but from the perspective of international air law, were nonetheless invariably correct and to the point. For such a clause has been justified to defend the 'fundamental interests of society from a serious threat' that may result from granting operating licenses or necessary technical authorizations to an airline company of a third country. Indeed, the nationality clause has been inserted in most of the liberal bilaterals to allow the parties to enforce their own national laws and regulations governing aviation safety and security. Such a clause is not targeted as a device for discriminating against the nationals of any third State. It simply acts as the minimum legal safeguards against aviation risk empowering a party to take legal control of the designated airlines. Unfortunately, the German call for the review of such a foremost objective and rationale underlying the nationality clause landed on the deaf ears of the Court which appeared quite happy not to take stock of the potential implications and consequences in its absence and of the legality under international law of the 'national treatment' requirement of Community laws. Again, while US law limits foreign shareholders to 24.9% of its airlines, the European Community limits non-EC ownership to 49%, precluding any ownership and effective control by foreign nationals of EC airlines, let alone any foreign takeover and merger. Given this, it appears inconsistent and unreasonable for the EC to demand, $vis-{\grave{a}}-vis$ a non-EC third State, national treatment for all of its Member States. The ECJ's decision was also wrongly premised on the precedence of Community laws over international law, and in particular, international air law. It simply is another form of asserting and enforcing de facto extraterritorial application of Community laws to a non-EC third country. Again, the ruling runs counter to an established rule of international law that a treaty does not, as a matter of principle, create either obligations or rights for a third State. Aside from the legal problems, the 'national treatment' may not be economically justified either, in light of the free-rider problem and resulting externalities or inefficiency. On the strength of international law and economics, therefore, airlines of Community Members other than the designated German and U.S. air carriers are neither eligible for traffic rights, nor entitled to operate between or 'free-ride' on the U.S. and German points. All in all and in all fairness, the European Court's ruling was nothing short of an outright condemnation of established rules and principles of international law and international air law. Nor is the national treatment requirement justified by the economic logic of deregulation or liberalization of aviation markets. Nor has the requirement much to do with fair competition and increased efficiency.