기후변화협약에 관한 국제법적 고찰 -특히 EU의 일방적 조치를 중심으로-

심가람 ( Ga Ram Sim ) 한국항공경영학회 2010 한국항공경영학회 추계학술대회 Vol.2010 No.-

B3-6 : 항공용 바이오연료 개발 동향 및 추진과제

박진서,심가람 한국항공경영학회 2014 한국항공경영학회 춘계학술대회 Vol.2014 No.-

세계 항공 산업이 전체 온실가스 배출량의 2%를 차지하고 있는 가운데 항공부문의 온실가스 배출량을 최소화할 필요성이 대두되었으며, 이에 따라 국제민간항공기구(ICAO)는 제37차 총회에서 2020년까지 연료효율6)개선 연 2% 달성과 2050년까지 탄소중립성장을 목표로 정하였다. 또한 우리나라는 녹색성장 국가전략 및 5개년 계획7)을 통해 2020년 국가 전체의 온실가스 BAU 대비 30% 감축할 예정이며, 특히 교통부문은 부문별 감축목표 중 가장 높은 34.3%를 감축할 예정이다. ICAO는 2020년 탄소중립성장목표를 설정하였고, 온실가스 감축을 위한 수단으로 신형항공기 도입, 공항운영·인프라 개선, 항공기 운영효율 개선, 시장기반체제 도입 등을 제시하였다. 그 중 장기적 관점에서 저감효과가 큰 수단으로 항공용 바이오연료 개발 즉 신재생에너지 개발의 필요성을 제시하였다. 해외에서는 항공사, 엔진 및 항공기 제작사, 바이오연료 생산기관, 민간연구기관, 정부 등으로 구성된 협업체계의 연구추진체계를 구축하여 2008년도부터 항공용 바이오연료 비행테스트를 실시하였다. 국제적으로 통용되는 ASTM D7566-13에서는 F-T SPK기술(Fischer-Tropsh Synthesized Paraffinic Kerosene)8)과 HEFA SPK 기술(Hydroprocessed Esters and Fatty acids Synthesized Paraffinic Kerosene)9)을 항공용 바이오연료 생산기술을 규정하고 있다. 현재 ICAO를 중심으로 항공부문의 바이오연료 개발과 활용을 통한 온실가스 감축의 필요성이 제기되고 있으며, 항공운송사업 세계6위, ICAO part Ⅲ 이사국 5연속 진출이라는 국제위상에 부합하는 항공강국으로서 우리나라 역시 항공용 바이오연료 개발 및 활용에 대한 추진방향 수립이 필요하다.

우리나라 Pseudanabaena 속 남조류 종다양성 및 남조류 기원 이취미 물질(2-MIB)의 발생

김건희,박채홍,심연보,김난영,이수곤,장재영,이가람,황순진 한국물환경학회 2021 한국물환경학회지 Vol.37 No.5

Off-flavor materials (geosmin and 2-methylisoborneol (2-MIB)) produced by microorganisms, such as, cyanobacteria and actinomycetes, cause freshwater use problems worldwide. Due to unpleasant taste and odor, these microorganisms have raised issues especially in drinking water resources. Recently, there has been increasing concern about 2-MIB and causal cyanobacteria, namely, Pseudanabaena, in Korea. However, material production and ecological dynamics remain largely unexplored. This study reviewed the distribution of Pseudanabaena, its species diversity, and the research trend of molecular ecology related to 2-MIB production in Korea. Based on published literature, we found that seven species of Pseudanabaena which include P. mucicola, P. limnetica, P. redekei, P. catenata, P. galeata, P. yagii, and P. cinerea appeared to occur in a variety of Korean water systems. All of these Pseudanabaena species were found in the North-Han River system (Lakes Soyang, Chuncheon, Uiam, and Paldang). Some of these species were also detected in other watersheds, but the precise species diversity was not identified. Species belonging to the Pseudanabaena genus are hard to classify through general microscopic alpha taxonomy, due to their very small cell size and similar morphological characters. Moreover, the potential of 2-MIB production cannot be detected by microscopic observation. Combining molecular ecological techniques, such as, environmental genomic materials (eDNA, eRNA) analyses to conventional methods could be useful to better understand the off-flavor material production and dynamics, thereby providing more efficient management strategies of freshwater systems.

항공레저스포츠 시장창출 전략 연구

박진서 ( Jin Seo Park ),심가람 ( Ga Ram Sim ),성연영 ( Yeun Young Sung ),김미숙 ( Mee Sook Kim ) 한국항공우주정책.법학회(구 한국항공우주법학회) 2015 한국항공우주정책·법학회지 Vol.30 No.1

본 논문에서는 국내의 항공레저스포츠 기반 마련을 위한 정책동향을 살펴보고, 미국, 호주, 일본의 항공레저스포츠 활성화 정책동향을 분석하여 국내 항공 레저스포츠 활성화 정책 방안을 제시하였다. 위에서 제시한 다양한 항공레저스포츠 활성화 방안을 체계적으로 수립하기 위해서는 기본적으로 일관성 있는 정책의 수행이 필요하며, 이를 위해서는 항공레저스포츠를 전담할 수 있는 조직의 신설운영이 시급하다. 이는 항공레저산업이 다양한 이해관계가 복잡하게 얽혀 있으며, 특히 문화체육관광부와의 업무조정 및 경량항공기 이착륙장과 관련한 지자체 및 농림수산식품부와의 협업관계가 중요하고, 또한 공역과 관련하여 국방부와의 협력 등을 효과적으로 처리하기 위해서는 이를 전담할 수 있는 조직이 필요할 것으로 예상된다. 항공레저스포츠를 전담할 수 있는 정부조직의 신설의 중요성과 마찬가지로 항공레저산업은 제작산업, 정비, 인증, 이착륙장(활공장) 규정, 안전감독, 종사 자자격관리, 사업수행에 따른 관리감독과 처벌규정 등 일반 항공운송사업에 버금가는 복잡한 행정행위가 증대됨에 따라 가칭 "항공레저스포츠 진흥법"의 제정이 필요하다. 또한 항공레저산업에 활성화를 위해서는 안전은 가장 기본적인 요건으로 안전감독기능의 보완도 필요하지만 기초시설인프라를 갖추는 것은 선행되어야 할 과제임에 따라 이를 위한 국가의 제도개선과 시설투자재원에 대한 투자가 필요하다. 재원투자 없이는 안전을 담보할 수 없는 분야가 바로 항공레저분야라고 할 수 있기 때문에 중장기 재정확보계획이 산업활성화를 위하여 가장 중요한 정부정책과제라고 볼 수 있다. 마지막으로 제2차 항공정책기본계획(안)은 항공레저스포츠 육성을 통한 생활 속의 항공기반 조성을 세부추진 방향으로 정하고, 중점추진 과제로서 항공레저 스포츠 활성화를 위한 인프라 확충 및 공역 확대 추진, 항공레저스포츠 대중화 기반 조성, 항공레저스포츠 연관 산업 및 성장 지원 등을 제시하였으며, 이를 반영하여 항공레저스포츠 강국이 되기 위한 기반을 마련하여야 할 것이다. Due to the increased leisure time, national income levels, and increasing the desire for new experience, interest causes increasing demand for recent aviation leisure sport. This leads to the need for a competitive foundation of the expansion of aviation leisure sports market potential. In 2014, the MOLIT(Ministry of Land, Infrastructure and Transport) created definition of sport and recreational aviation industry in the Aviation Act. The most significant change in Aviation Act related to sport and recreational aviation, it allows easier access for those wishing to participate in the joy of flight and also creating a sport and recreational aviation business market expansion. Therefore, in this paper, by analyzing the trend of foreign policy trends and domestic policies that sport and recreational aviation has been enabled, it is trying to present the activation policy proposals of sport and recreational aviation that is suitable for Korea.

항공분야 빅데이터의 정책적 활용방안 연구

박진서(Jinseo PARK),김제철(Jechul KIM),심가람(Garam SIM) 한국교통연구원 2014 한국교통연구원 기본연구보고서 Vol.- No.-

The Park Geun-hye Administration, with the purpose of ’Government 3.0 realization’, suggested the strategy for creative economy activation and job creation is based on opening and utilizing public data. The aim is to secure the driving force of major government projects, provide people with customized services, create new jobs and support creative economy at the same time through active opening and sharing of public data and inter-departmental communication and cooperation within the government via the elimination of barriers between branches of the government. Foreign research on the analysis of big data in the aviation sector is still at an early stage and is mostly relevant to aviation transportation, airline carriers and aviation safety. Several benefits from existing research includes official decision-making methods for individuals, competitive profits, and productivity growth. Furthermore, existing research consisting of analysis and utilization based on aviation data include aviation radar data, airport-related data, weather data, airline carriers navigation data, airport information, aviation transportation market information, passenger information, and aviation safety information have been carried out. Therefore, by collecting, analyzing and processing the said knowledge and information which forms the basis of advancement in the aviation industry, discovering new value in convergence, and preparing methods which connect and converge the data are vital. This research investigates the potential utilization availability of big data in the aviation sector and aims to suggest basic plans and political utilization methods. The concept of big data is defined in terms of 3Vs whose properties are known as velocity, volume and variety of data. However, in the aviation sector, the concept is characterized in terms of 6Vs; velocity, volume, variety, veracity, visualization and value which have three more defining properties derived from the analysis of various data. This research examined domestic and foreign precedents for policies and analysis of utilization to enable the activation of big data. The analysis of big data in the aviation sector has been carried out across the whole field of aviation, including aviation safety, airline carriers, airports, navigation, and research on convergence analysis (e.g. safety and weather data) of public data as well as analysis of private data research are being carried out abroad. Unfortunately there needs to be a great improvement on collection and analysis utilization of big data in the aviation sector compared to other transportation sectors and national and international precedents.

교통사고비용 추정 방법론 정립

심재익(Jaeick SHIM),성낙문,유정복,박진서,조한선,심가람,유기열,강수철,김시곤 한국교통연구원 2013 한국교통연구원 기본연구보고서 Vol.- No.-

Estimation methodologies were developed for traffic accident costs in Korea. Especially road traffic accident costs were based on data from the integrated road traffic database provided by the Road Traffic Authority of Korea. This study estimates the social costs of traffic accidents in 2011 using the Gross Lost Output Approach. This approach is considered to be the most suitable method for the particular economic environment of Korea. Accident costs consist of future income loss, medical costs, property damage costs, related administration costs and PGS (Pain, Grief and Suffering) of the victims. The Korea Transport Institute (KOTI) has been measuring the annual road accident costs of Korea since 1995. In 2003, KOTI began to estimate total multimodal accident costs, including those from the rail, marine and aviation sectors. A total of 898,422 accidents were reported in 2011, resulting in 5,450 deaths and 1,435,073 injuries included in all transportation modes. The resulting total accident costs totalled 39 trillion won, equivalent to approximately 3.15% of Korea’s 2011 GDP. Roadway accident costs amounted to 38.7 trillion won. These costs accounted for nearly the entirety of total transportation accident costs. The accident costs of aviation, marine and rail modes were 171.2 billion won, 152.6 billion won and 54.0 billion won respectively. The accident costs per accident showed that aviation, railway, marine and road accidents cost 19.0 billion won, 267.0 million won, 161.3 million won, and 35.6 million won respectively. Psychological costs, which are expressed as a ratio of involvement in total compensations, were not influenced by varying judgment contexts, specifically change in perspective from victim to culprit or vice versa. However, subjective expectations of total compensations, which by the definition of WTP depends on one’s perspective, were highly contingent upon the amount a victim is guaranteed against damage or loss. The psychological unit cost per individual amounted to 281 million won for fatality, 122.7 million won for serious injury, and 24.5 million won for minor injuries. The psychological costs of road, rail, marine and aviation modes were 18.6 trillion won, 22.8 billion won, and 51.3 billion won, 3.1 billion won respectively.

항공교통 부문의 합리적인 재정운용 방안

김제철(Jechul KIM),박진서(Jinseo PARK),심가람(Garam SIM) 한국교통연구원 2016 한국교통연구원 기본연구보고서 Vol.- No.-

Aviation industry has played a key role in improving the country’s image, because aviation industry is a global industry. Aviation industry is a global industry, and it is one of the standards, when we measure national power as an important industry of countries. Understanding of managing finance streams for setting the groundwork for continuous development of Aviation industry and drawing up measures to effective application plan of a nation’s purse are very important. The study will examine financial flow closely with making a division such as system of the compilation of a budget, using new budget. In this study, we analyzed propriety and rationality of air transport finance in balanced system for the development of Aviation industry with consideration for understanding development of changes of air transport finance and changing circumstance of the future aviation policy. Especially, we suggest reasonable management of financial resources through research on the actual condition & analysis of problem with placing emphasis on structural development, improvement of competitive power of aviation industry, and revitalization of local airport. It is supported by offering of aviation service in island area, and balancing of securing & utilizing financial resource of aviation safety. To do this, we have to understand different features between aviation industry and other industry. Also we suggest why it is important that we have to inspect aviation finance at this point in time. Then, we suggest financial flow and appropriate future direction. In addition, we check development cases of advanced countries in aviation field from a cosmopolitical perspective, seek a rational direction of managing finance for development of aviation industry.

무인비행장치(드론) 관리를 위한 법제 개선방안 연구

소재현(Jaehyun SO),김상현(Sanghyun KIM),장한별(Hanbuyl JANG),위정란(Jeongran WEE),심가람(Garam SIM) 한국교통연구원 2017 한국교통연구원 수시연구보고서 Vol.- No.-

Drones are coming into our normal life in a variety of purposes and types while it have been used for military purposes in past decades. The drones are expected to dramatically increase in the future, laws and regulations should be taken into consideration for the management of unmanned aerial vehicles (called ‘drones’). The Korea’s Ministry of Land, Infrastructure, and Transport has selected the drone industry as one of the seven major rising industrial areas, and has established a roadmap (‘17-’26) to support the drone industry in terms of law and regulations. Following this stream, this study aims to establish legal amendments for the management of drones, ultimately in order to effectively manage drones and support the economic growth through drones. In principal, regulations for safety management and deregulation for fostering industries may have trade-offs. In order to minimize the trade-offs, this study provided countermeasures to enforce the registration of drones and to alleviate the authorization of drone’s navigation. In other words, this study recommended to lower the drone’s weight threshold of registration, in order to enlarge the scope of drones to be mandatorily registered. On the other hand, this study recommended a reduced procedure of navigation approval, in order to facilitate drone’s uses. With these two basic directions in mind, this study provided legal amendments by seven legal areas: 1) definition and categorization, 2) registration, 3) flight operations, 4) driver license and training, 5) liability and insurance, 6) privacy protection, and 7) enforcement and accident investigation. In addition, to facilitate the legal amendment process, this study proposed a step-by-step implementation approach enabling the current laws and regulations to be revised in the beginning and independent laws and regulations to be legislated afterward.

2013년 교통사고비용 추정

심재익(Jaeick SHIM),유정복(Jeongbok YU),박진서(Jinseo PARK),심가람(Garam SIM) 한국교통연구원 2016 한국교통연구원 수시연구보고서 Vol.- No.-

Estimation methodologies were developed for traffic accident costs in Korea. Road traffic accident costs were based on data from the integrated road traffic database provided by the Road Traffic Authority of Korea. This study estimates the social costs of traffic accidents in 2013 using the gross lost output approach. This approach is considered to be the most suitable method for the economic environment of Korea. Accident costs consist of future income loss, medical costs, property damage costs, related administration costs, and PGS (pain, grief and suffering) of the victims. The Korea Transport Institute has been measuring the annual road accident costs of Korea since 1995. In 2003, it began to estimate total multimodal accident costs, including those from the rail, marine and aviation sectors. A total of 1,120,538 accidents were reported in 2013, resulting in 5,240 deaths and 1,783,152 injuries included in all transportation modes. The resulting total accident costs totalled 42.3 trillion won, equivalent to approximately 2.96% of Korea’s 2013 GDP. Roadway accident costs amounted to 41.8 trillion won. These costs accounted for nearly the entirety of total transportation accident costs. The accident costs of aviation, marine and rail modes were 277.0 billion won, 143.0 billion won and 52.6 billion won, respectively. Accident costs per accident showed that aviation, railway, marine and road accidents cost 21.3 billion won, 231.2 million won, 130.9 million won, and 30.5 million won respectively. Psychological costs, which are expressed as a ratio of involvement in total compensations, were not influenced by varying judgment contexts, specifically change in perspective from victim to culprit or vice versa. However, subjective expectations of total compensations, which by the definition of willingness to pay depends on one’s perspective, were highly contingent upon the amount a victim is guaranteed against damage or loss. The psychological unit cost per individual amounted to 281 million won for fatality, 73.6 million won for serious injury, and 6.2 million won for slight injury. The psychological costs of road, rail, marine and aviation modes were 20.4 trillion won, 15.6 billion won, and 41.3 billion won, 7.9 billion won, respectively.

2012년 교통사고비용 추정 및 추이 분석

심재익(Jaeick SHIM),유정복(Jeongbok YU),박진서(Jinseo PARK),심가람(Garam SIM) 한국교통연구원 2015 한국교통연구원 수시연구보고서 Vol.- No.-

Estimation methodologies were developed for traffic accident costs in Korea. Road traffic accident costs were based on data from the integrated road traffic database provided by the Road Traffic Authority of Korea. This study estimates the social costs of traffic accidents in 2012 using the gross lost output approach. This approach is considered to be the most suitable method for the economic environment of Korea. Accident costs consist of future income loss, medical costs, property damage costs, related administration costs, and PGS (pain, grief and suffering) of the victims. The Korea Transport Institute has been measuring the annual road accident costs of Korea since 1995 and in 2003 it began to estimate total multimodal accident costs, including those from the rail, marine and aviation sectors. A total of 1,134,057 accidents were reported in 2012, resulting in 5,558 deaths and 1,777,937 injuries included in all transportation modes. The resulting total accident costs totalled 42 trillion won, equivalent to approximately 3.3% of Korea’s 2012 GDP. Roadway accident costs amounted to 41.8 trillion won. These costs accounted for nearly the entirety of total transportation accident costs. The accident costs of aviation, marine and rail modes were 17.2 billion won, 141.6 billion won and 45.8 billion won, respectively. Accident costs per accident showed that aviation, railway, marine and road accidents cost 1.4 billion won, 259.2 million won, 195.0 million won, and 30.6 million won respectively. Psychological costs, which are expressed as a ratio of involvement in total compensations, were not influenced by varying judgment contexts, specifically change in perspective from victim to culprit or vice versa. However, subjective expectations of total compensations, which by the definition of willingness to pay depends on one’s perspective, were highly contingent upon the amount a victim is guaranteed against damage or loss. The psychological unit cost per individual amounted to 281 million won for fatality, 73.6 million won for serious injury, and 6.2 million won for slight injury. The psychological costs of road, rail, marine and aviation modes were 20.7 trillion won, 19.9 billion won, and 40.7billion won, 0.6 billion won, respectively.