AJU PRESS ASIA FIRST NEWS AGENCY

Journalist

Kim Hee-su
Kim Hee-su김희수
ReporterMinistry of Foreign Affairs, Seoul City Hall & Defense, Foreign Affairs
Kim Hee-su is a bilingual reporter at AJU Press, covering defense and foreign affairs. Before joining AJP in 2025, she worked at The Korea Times, where she wrote interview stories, including a profile of North Korean defector Kim Gum-hyok, and produced digital content. She also previously worked as a researcher for KBS News 9’s International News Department, supporting correspondents in 10 countries around the world. She graduated from the University of Toronto in Canada with a double major in Book and Media Studies and East Asian Studies. "I'm driven by storytelling."
Latest by Kim Hee-su
  • Cockpit seniority remains final stumbling block to Asiana-KAL merger
    Cockpit seniority remains final stumbling block to Asiana-KAL merger SEOUL, September 16 (AJP) - The integration of Asiana Airlines under Korean Air's wing is on course for liftoff as a single national full-service carrier in December — except for one major piece of unfinished business in the cockpit. Asiana flight numbers are set to begin switching from the OZ code to Korean Air's KE code in November, while the long-delayed mileage integration plan has cleared its final regulatory hurdle. The two airlines, however, have yet to resolve one of the most sensitive personnel issues in the merger - combining pilot seniority lists built under markedly different recruitment and promotion systems. The dispute has already spilled into the streets, with Korean Air pilots holding rallies this week as their union presses the company to negotiate the rules for integrating seniority. Unlike promotions in many workplaces, pilot advancement depends heavily on position in a seniority queue. Each pilot is assigned a place on a seniority list that helps determine when he or she can enter training for a captain upgrade or move into a higher internal rank. Pilots higher on the list generally receive those opportunities earlier, while those further down must wait. Because advancement affects both career progression and pay, being pushed back even several months on a combined list can have consequences lasting years. New data provided to AJP by the Korean Air Pilots Union (KAPU) shows how differently the two airlines constructed those lists. The Korean Air data covers 1,371 pilots who have received or are awaiting regular employee numbers, including 702 with military flying backgrounds, 82 with previous low-cost carrier experience and 587 from other civilian flying backgrounds. Among them, 74 civilian-background pilots had yet to receive regular employee numbers, according to the data. A separate KAPU dataset covers 488 Asiana pilots, including 184 from military backgrounds and 304 from civilian backgrounds. One of the clearest differences lies in how the two carriers treated military and civilian experience. At Asiana, military-background pilots were historically placed roughly four years ahead of civilian-background pilots in the seniority structure, according to union data. The gap was far wider than at Korean Air, where the difference was about 10 months, making the treatment of military and civilian experience one of the most contentious issues in combining the lists. Under Asiana's system, a military-background pilot who received an employee number in 2016 could rank at roughly the same level as a civilian-background pilot from 2012. That four-year gap becomes sensitive in the merger because preserving Asiana's existing internal order could place some military-background Asiana pilots ahead of Korean Air pilots on the combined list, potentially delaying the latter's future captain upgrades. “The biggest problem is that the company won’t even discuss seniority integration as part of collective bargaining. We have our own proposals, but the company simply says it is a management issue and refuses to put it on the table,” said Park Sang-mo, KAPU’s vice chairman for external affairs. Park said pilot groups typically take the lead in negotiating how seniority lists should be combined rather than leaving management to determine the ranking unilaterally. The dispute is further complicated by how the seniority queue is determined. For Korean Air pilots, a regular employee number effectively sets their place in the seniority queue, but that number can differ from the employee number assigned when they first join the airline. Asiana pilots, meanwhile, are assigned their regular employee numbers upon joining. This creates another point of contention over whether seniority should be based on the initial joining date or the date the regular employee number was issued. “Normally, the pilot unions work out an integrated seniority list and bring it to the company,” Park said. “That is how the process is supposed to work, but in our case, the company came up with its own formula and simply presented it to us.” Park said the union has raised the issue in negotiations for about a year, but the company has continued to reject seniority integration itself as a bargaining item. KAPU also argues that the proposed approach could disadvantage some Korean Air pilots with previous civilian flying experience because their seniority would be calculated from the date they received a regular employee number rather than the date they first joined the airline. They say some Korean Air pilots could be placed about 10 months lower on the combined list than if their original entry dates were recognized. The issue is particularly sensitive because the two carriers historically recruited civilian pilots under different requirements. Korean Air required civilian applicants to have roughly 1,000 hours of flying experience, while Asiana's threshold was significantly lower, at around 300 hours. Korean Air says its merger formula would still leave its civilian-background pilots ahead in the promotion queue. The airline says the gap between military- and civilian-background pilots is about nine months at Korean Air, compared with roughly four years at Asiana. On that basis, Korean Air says its civilian pilots would remain about three years and three months ahead on average after the lists are combined. The effects are not uniform on the Asiana side either. An Asiana senior captain with four years in the rank, for example, could have expected to advance to the next captain grade in January 2028 under Asiana's existing timetable. Under the post-merger Korean Air schedule, that transition would instead come in September 2028, about nine months later. Until then, the pilot would see little immediate pay benefit from the merger. The example illustrates why individual pilots can view the same integration formula differently depending on their current rank and position in the promotion cycle. Some may benefit relatively quickly from Korean Air's pay structure, while others could wait longer for their next promotion. Choi Do-sung, chairman of the Asiana Pilots Union (APU), was reluctant to comment in detail on the dispute between Korean Air and its pilots, saying he did not want to add to tensions ahead of the merger. “Given that we are the airline being absorbed, we think the company’s plan is reasonable overall and does not create any major problems for pilots,” Choi said. APU does not plan separate collective action over the seniority integration. “The company explained it to both airlines and notified us without any negotiations or agreement over the seniority issue,” Park said. “That is the essence of the problem.” The two carriers are scheduled to formally merge on Dec. 17. “Pilots work as two people together in the cockpit,” Park said. “If they are carrying unresolved dissatisfaction with each other, how can there be genuine integration?” Korean Air says its proposal is designed to preserve each airline’s existing seniority structure while minimizing disruption for pilots on both sides. AJP Takeaways - Pilot seniority remains unresolved ahead of the Korean Air-Asiana merger. - Military-civilian ranking gaps differ sharply between the two airlines. - KAPU wants negotiations, while APU broadly accepts the company’s plan. 2026-09-16 18:15:47
  • Defense nominee apologizes over martial law
    Defense nominee apologizes over martial law SEOUL, September 16 (AJP) - Defense Minister nominee Kang Shin-chul apologized Tuesday for the military’s role during the Dec. 3, 2024 martial law declaration, while signaling support for the government’s push to overhaul South Korea’s military academies. Speaking at his confirmation hearing at the National Assembly, Kang said he felt a “deep sense of responsibility” as one of the military’s highest-ranking officers at the time and apologized to the public. Kang was serving as deputy commander of the South Korea-U.S. Combined Forces Command and was a four-star Army general when martial law was declared. His remarks came after Rep. Kim Byung-joo of the ruling Democratic Party said Kang could not entirely avoid moral or political responsibility given his senior position in the military. Then-President Yoon Suk Yeol declared emergency martial law on Dec. 3, 2024, sending troops to the National Assembly. Lawmakers voted to lift the decree, and Yoon ended martial law several hours later. The Constitutional Court removed him from office in April 2025. Kang responded that the military had undermined the constitutional order and said he bore responsibility as one of its most senior officers, even though he was outside the chain of command involved in the martial law operation. The presidential office said when Kang was nominated that a government task force and a Defense Ministry audit had found no evidence that he was involved in the martial law operation. Kang also used the hearing to signal that he intends to continue the government’s military education reform agenda, including plans to integrate the Army, Navy and Air Force academies. “I have the will to reform the military academies,” Kang said when asked whether he remained committed to creating an integrated military academy. The Lee Jae Myung administration has proposed creating a four-year integrated military academy at the Jaundae military complex in Daejeon, bringing together the three service academies under a new structure. The proposal has faced opposition from some retired officers and academy alumni. Kang, a graduate of the Korea Military Academy, said the priority should be producing capable officers rather than focusing on criticism of the reform. “The current plan is not complete in my view,” Kang said, adding that there are multiple ways to pursue integration and that different opinions should be considered before a final model is settled. Kang also voiced support for the transfer of wartime operational control, or OPCON, from the United States to South Korea, another major defense issue facing the next minister. He said the process has been pursued by successive governments and that South Korea has made significant progress in meeting the conditions required for the transfer. “The conditions have been substantially met, and I believe the environment is now in place,” Kang said. Kang is among six Cabinet nominees named in President Lee Jae Myung’s Aug. 30 reshuffle, with the National Assembly holding a series of confirmation hearings this week for key ministerial posts. AJP Takeaways - Defense Minister nominee Kang Shin-chul apologized for the military’s role during the Dec. 3, 2024 martial law declaration. - Kang backed military academy reform but said the current merger plan needs further review. - He also supported the conditions-based transfer of wartime operational control to South Korea. 2026-09-16 15:19:39
  • Indias Ramayana comes alive on Seoul stage through rhythm, gesture and Odissi
    India's Ramayana comes alive on Seoul stage through rhythm, gesture and Odissi SEOUL, September 15 (AJP) - Eight dancers stepped onto the stage in deep purple and silver costumes, their bare feet striking the floor as the sound of ankle bells followed almost every movement. The rhythm was distinctive. Knees bent low, wrists turned sharply and elbows shifted into angular positions, while fingers repeatedly formed delicate shapes, at times with three fingers extended. A slight movement of the eyes or fingertips could change the mood of a scene. For nearly the entire performance, there were no elaborate stage props. Yet the stage rarely felt empty. That was the language of Odissi on display Tuesday evening at Ewha Womans University’s Samsung Hall in western Seoul, where the 2026 Sarang Festival of India in Korea opened with “Siya Ram ... the eternal saga,” a full-length dance drama based on the Ramayana, one of India’s most revered epics. Presented by the Nrityantar Dance Ensemble and choreographed and directed by noted Odissi dancer Madhulita Mohapatra, the production followed Sita and Rama through love, exile, abduction, sacrifice, war and eventual reunion. Ramayana, Rama is the prince of Ayodhya and Sita his wife, whose relationship lies at the heart of the epic. Their story begins with love and marriage but is soon tested when Rama is sent into exile for 14 years. Sita chooses to accompany him, only to be abducted by Ravana, the powerful king of Lanka. Rama’s search for her ultimately leads to war and, after a long separation, their reunion. Tuesday’s production told that familiar Indian story largely through Sita’s eyes, placing greater emphasis on her memories, separation and endurance. Rather than treating her simply as the figure waiting to be rescued, the performance followed her emotional journey through love, fear, captivity and resilience. “A movement of the hand can tell a story, a glance can express an emotion, a sculptural pose can suddenly bring to life images that have adorned Indian temples for centuries,” Indian Ambassador to Korea Gourangalal Das said. Odissi is one of India’s classical dance traditions, originating in the eastern state of Odisha. Closely associated with the region’s temple heritage, it is known for sculptural poses, lyrical movements and expressive storytelling. “The performance felt lively overall, but much of it also had a calm and restrained quality, and so did the music,” said Most Ven. Bogeom Woneung, head monk of Gongdeokwon, a Korean Buddhist temple in India, and host of the YouTube channel Bogeom Sunim’s World Buddhist Journey. Some Korean audience members said they were initially unfamiliar with the art form but became increasingly drawn in as the story unfolded. “Indian culture felt quite different to me, so the performance was unfamiliar at first. But even though the dance team was made up entirely of women, the stage never felt empty, and I liked how the tension built as the story progressed. I was especially fascinated by the movements of their fingertips,” said Lee So-heun, 26, a Seoul resident. All eight performers were women, with the ensemble filling the stage through synchronized movement, shifting formations and expressive gestures rather than elaborate sets or props. “It was an extraordinary performance. It was something I had never seen anywhere else,” said Cho Sung-rae, who is in his mid-60s and attended after hearing about the event through an acquaintance. “It was a beautiful show. It was a pleasure to see a performance from my country here in Korea,” said Abinaya, 29, an Ewha Womans University student from India who has lived in Korea for three and a half years. The performance offered Seoul audiences a vivid glimpse of India’s classical dance tradition. 2026-09-15 21:24:40
  • Seoul mulls contingency as Saudi disruption complicates cold-season oil supplies
    Seoul mulls contingency as Saudi disruption complicates cold-season oil supplies SEOUL, September 15 (AJP) - International oil prices climbed again Tuesday on supply concerns ahead of colder weather after drone attacks crippled Saudi Arabia's main oil pipeline bypassing the dysfunctional Strait of Hormuz. Brent crude rose $1.24 to $106.93 a barrel in early trading, while U.S. West Texas Intermediate gained $1.29 to $102.65, as traders weighed how long Saudi Arabia's East-West Pipeline could remain offline and whether alternative export routes could compensate for the disruption. The strain is showing up even more dramatically in shipping costs. The Baltic Exchange's benchmark Middle East Gulf-to-China route for very large crude carriers, or VLCCs, reached a time-charter-equivalent rate of about $862,150 a day on Sept. 10. A separate Gulf of Oman-to-China VLCC route reached a record Worldscale 450, equivalent to roughly $11.50 per barrel. For a typical VLCC carrying about 2 million barrels of crude, a freight rate of $11.50 per barrel translates into roughly $23 million for a single voyage. The additional burden does not stop there. An executive at Emirates National Oil Co., or ENOC, said cargo insurance alone could add about $10 million, while war-risk premiums and other expenses could push total transit costs to between $10 million and $20 million as risks around Hormuz intensify. The soaring transport bill significantly raises the delivered cost of Middle Eastern crude even before it reaches a refinery. Saudi Arabia had already begun directing more barrels back through Hormuz before the pipeline shutdown. Total Saudi crude exports rose to nearly 4 million barrels per day during the first 10 days of September, from around 3 million barrels per day in August, according to tanker-tracking data compiled by Bloomberg, Vortexa and Kpler. Roughly 1 million barrels per day were shipped through Hormuz, with most of the remainder moving through the Red Sea port of Yanbu. Riyadh is now seeking to increase Hormuz shipments further. The East-West Pipeline has long given Saudi Arabia a way to bypass Hormuz. The roughly 1,200-kilometer pipeline stretches from the kingdom's oil-producing east to Yanbu on the Red Sea and has capacity of up to 7 million barrels per day. Drone attacks last week forced Saudi Arabia to shut the pipeline, and repairs are expected to take several weeks. For South Korea, the outage adds a new risk to an oil supply chain already forced to adapt to months of disruption in the Middle East. The government said Monday that domestic refiners have secured more than 90 percent of their crude needs for September and October based on year-earlier levels and that the Saudi pipeline shutdown is unlikely to cause an immediate supply shortage. The Ministry of Trade, Industry and Resources nevertheless held an emergency meeting with refiners and shipping companies to review crude supplies, tanker movements and contingency measures. The government has been preparing alternative transportation routes through the Suez Canal and Egypt's SUMED pipeline while seeking additional crude supplies from outside the Middle East. It is also prepared to use its strategic oil reserve swap program if supply conditions deteriorate. "The government will communicate closely with oil refiners and maritime shippers while closely monitoring supply conditions to prevent any inconvenience to the public," Vice Industry Minister Moon Shin-hak said Monday. South Korea also maintains emergency crude inventories above the minimum level recommended by the International Energy Agency. "We currently have no issues with our oil reserves. The volume of reserves we hold exceeds the level recommended by the International Energy Agency," an official at Korea National Oil Corp. said. IEA members are required to hold emergency oil stocks equivalent to at least 90 days of the previous year's net imports, with the required amount calculated for each country based on its own net oil imports. Still, the main Gulf shipping artery has not returned anywhere close to normal. Kpler recorded just four commodity vessels transiting the Strait of Hormuz on Monday, down from 10 on Sunday and far below the roughly 125 large commercial vessels that crossed the waterway each day before the U.S.-Iran war began on Feb. 28. Some vessels are believed to be sailing with their Automatic Identification System, or AIS, transponders switched off, meaning visible ship-tracking data may understate actual flows. The result is an increasingly difficult squeeze: Saudi Arabia needs to push more crude through Hormuz after losing its principal bypass route, just as overall commercial traffic through the strait remains a fraction of prewar levels. For South Korea, supplies through October may be largely secured. The bigger concern is what happens afterward if the Saudi pipeline remains impaired, Hormuz traffic fails to recover and higher freight and insurance costs carry into the winter demand season. AJP Takeaways - Saudi Arabia is pushing more crude through Hormuz after drone attacks shut its key East-West Pipeline bypass. - Brent crude topped $106 a barrel as VLCC freight and war-risk insurance costs surged to record levels. - South Korea says more than 90 percent of September-October crude needs are secured, limiting immediate supply concerns. - Seoul is preparing reserve swaps, alternative routes and non-Middle Eastern supplies if disruptions extend into winter. 2026-09-15 17:22:49
  • Central Asia Emerges as Key Industrial Partner for South Korea
    Central Asia Emerges as Key Industrial Partner for South Korea The five countries of Central Asia are no longer just seen as resource suppliers or emerging export markets. With abundant energy, critical minerals, a young population, and a demand for industrial modernization, they are emerging as new industrial partners for South Korean companies, expanding into manufacturing, infrastructure, and the digital economy.Each country has distinct strengths. Kazakhstan is expanding its refining, petrochemical, logistics, and manufacturing sectors based on oil, natural gas, uranium, and copper. South Korean companies, including Samsung Electronics, LG Electronics, and POSCO International, have broadened their activities, ranging from Lotte to construction firms.Uzbekistan, with the largest population in Central Asia, has a manufacturing base in automotive, machinery, and textiles, along with rich deposits of gold, uranium, copper, and natural gas. South Korean companies such as Hyundai Construction, Hyundai Engineering, POSCO International, Korean Air, and Lotte have established a strong presence there.In Turkmenistan, a major natural gas producer, South Korean firms like Hyundai Engineering, Hyundai Construction, and Daewoo Engineering have built a presence centered around gas processing, petrochemical, and fertilizer plants.Kyrgyzstan, with its gold and hydropower resources, is seeing South Korean companies expand into consumer goods, finance, and heating equipment. In Tajikistan, South Korean engineering and ICT firms are exploring new markets in hydropower, power grids, solar energy, energy storage systems, transportation infrastructure, and digital government.The future challenge is to move beyond exports and one-time plant contracts. There is a need to connect the joint development and processing of critical minerals, local production, technology transfer, and workforce training into a cohesive industrial ecosystem. By combining South Korea's manufacturing technology and business experience with Central Asia's resources and growth potential, the relationship can evolve from 'Korea sells, Central Asia buys' to a long-term industrial partnership where both invest, produce, and enter third-country markets together.In Kazakhstan, South Korean companies have established a broad business base ranging from electronics manufacturing and confectionery to trade and large infrastructure projects.Samsung Electronics Central Eurasia has expanded its business beyond simple electronics sales to local production. In December 2024, it signed a joint production agreement for TVs and began manufacturing Samsung TVs and washing machines at the Silk Road Electronics plant in Karaganda Province in 2025. Most recently, in August 2026, it signed an agreement with Kazakhmys to apply Samsung's enterprise mobile technology to geological exploration and field operations.LG Electronics Kazakhstan has been operating in the local electronics and home appliance market for a long time. Most recently, in April 2026, it signed an agreement with Kazakhstan's intellectual property authority to strengthen joint responses against counterfeit products distributed through online platforms.LOTTE Rakhat is one of the largest South Korean manufacturing companies in Kazakhstan, producing and selling confectionery products such as chocolate and snacks. According to the Kazakhstan Stock Exchange, as of July 1, 2026, LOTTE Rakhat recorded operating revenue of 55.04 billion tenge and a net profit of 3.47 billion tenge.SK Ecoplant participated in the construction of the Almaty Ring Road (BAKAD), Kazakhstan's first large-scale public-private partnership (PPP) project. The road, which spans 66 kilometers, has a total project cost of approximately $740 million, with construction costs reaching about $540 million. Since the road's opening in June 2023, SK Ecoplant and the Korea Expressway Corporation have also been involved in its operation for 16 years.In KyrgyzstanThe scale of South Korean companies' presence in Kyrgyzstan is relatively smaller than in Kazakhstan or Uzbekistan, but they are expanding their business base in various sectors, including direct sales, consumer goods, finance, and heating equipment.Atomy Kyrgyzstan operates a local subsidiary in Bishkek, selling cosmetics, health supplements, food, and household goods through direct sales. As of September 2026, approximately 190 products are registered on Kyrgyzstan's online mall, establishing a localized distribution network beyond simple exports.Aekyung Industrial's Kerasys hair care products are also sold in Kyrgyzstan. Although Aekyung does not disclose individual sales figures for Kyrgyzstan, Kerasys sales in the CIS region have grown at an average annual rate of 18.4% from 2020 to 2025, with a 37% increase in the first five months of 2026 compared to the same period last year. These figures represent the overall performance in the CIS region, not just Kyrgyzstan.BNK Finance, supported by Korean BNK Capital, is conducting more direct local financial operations. The company began operations in Kyrgyzstan in 2022, and its loan balance surpassed 400 million som in July 2025, increasing to 404.3 million som by the end of that month. It currently offers consumer finance, auto loans, mortgage loans, and small business loans.In TajikistanSouth Korean companies in Tajikistan are primarily focused on government-led energy, transportation, and digital infrastructure projects rather than consumer goods.Youngin Energy is responsible for project management consulting for the second phase of a power supply project supported by the South Korean government, which runs from 2023 to 2026. The total project scale promoted by KOICA is $14 million, including the construction of new substations, expansion of existing substations, and the establishment of approximately 60 kilometers of transmission and distribution lines. Upon completion, it is expected to supply electricity to 15 villages and over 8,000 residents.Yushin Engineering participated in a feasibility study for a new railway connecting Zhaloliddin Balkhi and Panji Poyon in southern Tajikistan, in collaboration with South Korean transportation research institutions.Korea IT Consulting is involved in the Tajik government’s digital transformation project. The company was selected as the project management consulting firm for an ODA project worth a total of $6.5 million, which will run from 2024 to 2028. In August 2026, KOICA and the Tajik government officially launched the project, which includes a consortium involving Korea IT Consulting and FutureNuri.In TurkmenistanSouth Korean companies in Turkmenistan have primarily built their business base around large-scale energy and industrial projects led by the government.Hyundai Engineering, Hyundai Construction, and LX International, then known as LG International, participated in a consortium for the construction of the Kiyanly Gas Chemical Complex with Japanese companies. This facility is designed to process 5 billion cubic meters of natural gas annually and produce 400,000 tons of ethylene and 80,000 tons of polypropylene. According to Japan's Toyo Engineering, the consortium's contract value exceeds $800 million, with the total investment in the project around $3 billion.Hyundai Engineering has continued its collaboration with the Turkmen government even after the complex's construction. It is currently pursuing the second phase of the Kiyanly Polymer Plant's normalization project and subsequent operation and maintenance contracts. Additionally, Hyundai Engineering has undertaken several petrochemical projects in Turkmenistan, including a $1.3 billion desulfurization facility project at the Galkynysh gas field and a $470 million project at the Turkmenbashi Oil Refinery.Hyundai Construction has also built a significant business presence in Turkmenistan by participating in the Kiyanly Gas Chemical Complex consortium alongside Hyundai Engineering, LG International, and Toyo Engineering.Daewoo Engineering is currently executing one of the largest new projects by a South Korean company in Turkmenistan. In May 2025, Daewoo Engineering signed a final EPC contract for the construction of the Turkmenabat Mineral Fertilizer Plant, valued at $784 million, including VAT, which is approximately 1.08 trillion won at the time of the exchange rate. The plant is designed to produce 350,000 tons of phosphate fertilizer and 100,000 tons of ammonium sulfate annually, with a construction period of 37 months after the groundbreaking.In UzbekistanUzbekistan has one of the longest histories of South Korean companies' presence in Central Asia and boasts the most diverse range of business sectors. South Korean firms are active in industries ranging from power generation and gas processing to textiles, hotels, and aviation.Hyundai Construction participated in the construction of the Talimarjan Combined Cycle Power Plant alongside POSCO Daewoo. Completed in 2017, this project was valued at $862 million and added a total generation capacity of 929 MW. At the time of completion, the new power facilities were expected to account for about 6.6% of Uzbekistan's total electricity production.Hyundai Engineering has been involved in some of the largest gas projects in Central Asia in Uzbekistan. It participated in the basic design (FEED) of the Kandym gas field development project and subsequently secured an EPC contract worth $2.66 billion for the same project. The completed Kandym gas processing facility can process 8.1 billion cubic meters of natural gas annually. According to Hyundai Engineering, approximately 10,000 jobs were created during construction, and about 2,000 permanent jobs were established after completion.POSCO International has been a representative long-term player in Uzbekistan's cotton industry since 1996. It established spinning mills in Ferghana in 2006 and in Bukhara in 2008, currently producing about 50,000 tons of cotton yarn annually. In March 2022, it expanded its business scope by securing 5,210 hectares of cotton farmland in the Ferghana region for raw material cultivation.Korean Air has also participated in the development of Uzbekistan's aviation and logistics industry beyond passenger transport. In 2008, it began developing a complex logistics center at Navoi International Airport in collaboration with Uzbekistan Airways and started cargo flights from Navoi.* This article has been translated by AI. 2026-09-15 16:04:10
  • Asiana losing OZ code but mileage valid for 10 years under KAL wing
    Asiana losing "OZ" code but mileage valid for 10 years under KAL wing SEOUL, September 15 (AJP) -Asiana Airlines will begin losing its “OZ” flight code in November as flights shift to Korean Air’s “KE,” but its mileage will remain valid for at least a decade after the carriers fully integrate in December, according to Korean Air and the antitrust regulator. Korean Air said Monday it will carry out the flight-number conversion, known as re-accommodation, from Nov. 2 to Dec. 3 for passengers who already hold Asiana reservations or tickets for flights departing on or after Dec. 17, when the integrated carrier is set to launch. The monthlong process will transfer Asiana booking and ticketing information into Korean Air’s system in stages rather than switching all reservations at once. A Korean Air official told AJP that because of the large volume of booking data, the timing of the change will vary by route. “Some routes will already have been changed to KE, while others may still remain under OZ for a while,” the official said. “The purpose of the monthlong period is to gradually complete the conversion.” Passengers checking reservations during the transition could therefore see either an OZ or KE flight number, depending on the route and timing of the conversion. Korean Air said affected customers will be notified individually through KakaoTalk messages, text messages or email so they can check their new reservation and ticket information before departure. The airline will also provide frequently asked questions on its website and mobile app covering major changes related to the integration. The Korean Air official said the conversion will primarily mean a change in the airline code and flight number rather than a major change to passengers’ itineraries. “The departure and arrival points will remain the same, and you can basically think of it as the flight number changing,” the official said. Some departure times could be adjusted slightly as Korean Air aligns the two carriers’ schedules, but major changes are not expected, the official said. The number of flights is also not expected to change as a result of the re-accommodation process. Another major piece of the integration is handling Asiana mileage after the merger. Under final approval from Korea's Fair Trade Commission on Tuesday, existing Asiana mileage will remain separately usable for 10 years after the Dec. 17 merger. Customers who choose not to convert their miles will be able to use them on Korean Air-operated routes for bonus tickets, seat upgrades, cash-and-mile payments and shopping under Asiana’s existing redemption standards. Passengers who prefer to convert their Asiana mileage into Korean Air SKYPASS miles can do so at a 1-to-1 ratio for miles earned through flights. Miles accumulated through credit cards and other partners will be converted at a ratio of 1 Asiana mile to 0.82 Korean Air mile. Customers can apply for conversion at any time during the 10-year period, although their entire remaining balance must be converted at once. Any Asiana mileage left after the 10-year period will be automatically converted into Korean Air miles. Korean Air is also required to maintain or expand opportunities for customers to use their mileage. For popular long-haul routes to the Americas, Europe and Oceania, bonus-seat availability must be maintained at no less than the highest level recorded by the two airlines over the past decade, based on 2023 performance, for the next 10 years. The airline plans to provide an online tool allowing customers to compare the benefits of retaining their existing Asiana mileage with those of converting it to Korean Air miles. With flight numbers switching from OZ to KE and the mileage framework now approved, two of the most visible parts of Asiana’s identity are entering their final transition ahead of the merger. AJP Takeaways - Asiana’s “OZ” flight code will begin shifting to Korean Air’s “KE” from November ahead of the Dec. 17 merger. - Asiana mileage can remain separately usable for 10 years or be converted into Korean Air SKYPASS miles. - Korean Air plans to maintain mileage redemption options and long-haul bonus-seat availability during the integration. 2026-09-15 14:13:07
  • Koreas Arctic trial arrives Europe. Now come the return trip and viability
    Korea's Arctic trial arrives Europe. Now come the return trip and viability SEOUL, September 14 (AJP) - South Korea's maiden container voyage testing Arctic waters has successfully arrived in Rotterdam, raising hopes that the Northern Sea Route could sharply shorten cargo voyages between Asia and Europe. The journey of the PanStar Acro is only halfway over, and the harder challenge is the return leg and whether the Arctic option is commercially viable. The 2,758-TEU container ship arrived in Rotterdam on Sunday, 22 days after departing Busan on Aug. 22. It reached its first European port, Felixstowe in Britain, on Saturday after passing through Arctic waters without assistance from a Russian icebreaker. Rotterdam, Europe's largest port, serves as a major gateway for cargo moving into the continent, with extensive rail, road, inland waterway and feeder connections to European markets. The journey is South Korea's first trial of the Northern Sea Route using a container ship. The vessel left Busan carrying 737 TEUs of export cargo, including chemical products, used cars and auto parts, along with 100 TEUs of empty containers. The route between Busan and Rotterdam via the Arctic is about 13,000 kilometers, around 35 percent shorter than the roughly 20,000-kilometer voyage through the Suez Canal. The shorter route could reduce sailing times, fuel use and shipping costs while offering South Korea an alternative to traditional routes such as the Suez Canal. Yet the first voyage also underscored why distance alone cannot determine whether the Arctic can become a regular commercial shipping lane. According to Busan Ilbo, the PanStar Acro encountered dense drifting ice shortly after entering Arctic waters on Aug. 31. Near Wrangel Island in the Chukchi Sea, drifting ice blocked the vessel's path, forcing it to halt nighttime sailing and wait for conditions to improve. Strong winds and currents pushed the ship while it waited, leaving a zigzagging track on navigation data. The vessel later encountered winds of up to 40 knots in the Laptev Sea. Crew members reduced speed and repeatedly adjusted the ship's heading as ice was pushed toward the hull. The vessel also carried out evasive maneuvers to avoid harder chunks of ice near the Vilkitsky Strait. Despite those difficulties, no major accident or safety problem occurred during the outbound voyage. "There were no particular problems. Those were difficulties we had already expected, and the crew made the journey safely," one expert familiar with the trial told AJP. The expert said the return voyage should benefit from information gathered on the way to Europe, although Arctic conditions remain inherently unpredictable. "The sea is different because drifting ice is constantly moving and the weather is always changing," the expert said. "But since they have already traveled the route once, the return trip should be somewhat easier. They now have data on what conditions were like in each area." Conditions aboard also highlighted the human challenges of Arctic shipping. Busan Ilbo reported that access to outside decks was restricted because of freezing conditions and safety risks, while crew members faced prolonged periods confined inside the vessel as it crossed the Arctic. The PanStar Acro is scheduled to call at Gdansk, Poland, on Sept. 16 before heading back to South Korea via the Arctic route. It is expected to return to Busan on Oct. 12, completing its round-trip trial. The return journey could provide an even more important test. Seasonal freezing will have advanced by the time the vessel reenters Arctic waters, meaning the crew could face different ice and weather conditions from those experienced on the outbound voyage. "The conditions will be different on the way back," the same expert said. "On land, taking the same road back would not make much difference, but conditions at sea are constantly changing." Beyond the ice lies an equally difficult commercial question. South Korea is targeting the opening of a regular Arctic shipping route around 2030 and plans to conduct additional trial voyages to accumulate operational data and experience. "We are aiming to open a regular route in 2030," another expert familiar with South Korea's Arctic shipping plans told AJP. "We plan to continue conducting trial voyages every year, accumulating data and experience so that we can prepare step by step for the opening of a regular route." The expert said the government's immediate goal is not to establish a permanent Arctic service with one particular shipping company, but to determine whether the route itself is operationally and commercially viable. "There are shipping companies that still question whether the Arctic route can actually operate and whether it really makes economic sense," the expert said. "The idea is to show that it can actually be sailed in a little over 20 days." "The goal at this stage is not to have one shipping company operate the route regularly. The purpose of the trial voyages is to accumulate data and verify the route's economic feasibility and operational viability," the expert added. The question of commercial viability remains unresolved. While the Arctic route can significantly cut sailing distance compared with the Suez Canal, its competitiveness will ultimately depend on fuel savings, insurance premiums, cargo volumes, schedule reliability and the limited seasonal navigation window. "If the sailing time is shorter, fuel costs are lower and there are no major safety problems, then from a purely market perspective it has clear advantages," the expert said. "But there are international variables," the expert added, citing uncertainty surrounding Russia and Western sanctions as factors that continue to make shipping companies cautious. Sanctions on Russia are particularly important because much of the Northern Sea Route runs along Russia's Arctic coastline. The PanStar Acro crossed the route without using a Russian icebreaker, limiting the need for financial transactions involving Russian services. "If there is a financial transaction with the Russian side, there is a risk of becoming caught up in secondary sanctions," the first expert said. "To avoid that risk, you have to avoid financial transactions with Russia, and that means not using an icebreaker unless it is necessary," the expert said. "If the ice is too thick for a ship to pass on its own, an icebreaker has to break the ice and open the route. Naturally, that costs money." The vessel was able to make the outbound voyage without one largely because it sailed when Arctic sea ice was near its seasonal minimum. "Right now, this is the period when the ice has melted the most," the expert said. "The ship finds a route through the open water and sails without using an icebreaker." The successful outbound trip therefore does not by itself establish that the route can operate reliably over a longer shipping season. Commercial viability will also depend on whether ships can secure sufficient cargo in both directions, maintain predictable schedules despite rapidly changing ice conditions and absorb higher insurance and specialized operating costs. The PanStar Acro has demonstrated that a conventional South Korean container ship can cross the Northern Sea Route in summer without icebreaker assistance and reach northern Europe in just over three weeks. The remaining journey will help answer the harder question facing Seoul as it looks toward 2030 — not whether the Arctic route can be sailed, but whether it can become a reliable and commercially sustainable alternative to the traditional route through the Suez Canal. The bigger question is whether it can prove itself a shipping route worth using. AJP Takeaways - PanStar Acro reached Rotterdam in 22 days via the Northern Sea Route, completing South Korea’s first Arctic container trial to Europe. - The return voyage will test tougher seasonal ice and weather conditions as the ship heads back to Busan. - Seoul aims for a regular Arctic route around 2030, but commercial viability, sanctions, insurance and cargo demand remain key hurdles. 2026-09-14 17:43:55
  • Korea seeks new marine construction technologies for field trials
    Korea seeks new marine construction technologies for field trials SEOUL, September 14 (AJP) - South Korea will open applications for new marine construction technologies to be tested at actual project sites, aiming to help promising technologies prove their performance and expand their use in the field. The Ministry of Oceans and Fisheries said Monday it will accept applications from Sept. 15 through Nov. 13 for new domestic technologies and patents to receive support under its trial construction program. The program gives technologies that have not yet been used in the field an opportunity to be applied to part of a construction project, with the government providing both the test site and related costs. The ministry has operated the program since 2018 to address difficulties faced by new technologies and patented methods that have strong technical potential but lack opportunities to demonstrate their performance at actual construction sites. This year's applicants will first undergo a review process to select preliminary candidates. Regional oceans and fisheries offices will then assess projects where the technologies could be applied before choosing the final recipients of trial construction support. Supported technologies include wave-dissipating blocks, coastal erosion control systems, breakwater structures and ground improvement methods. Completed projects include a new quay construction method at Mokpo North Port, underwater blocks designed to prevent sand loss along the coast, and a photocatalyst-based system aimed at reducing fine dust at Incheon Port. "We hope this will encourage further technology development and help advance technological capabilities in the marine and fisheries construction sector," Kong Doo-pyo, director general for ports at the ministry, said. AJP Takeaways - South Korea is seeking new marine construction technologies for field trials at actual project sites. - The program supports technologies and patents that need real-world testing before wider commercial use. - Supported projects include coastal erosion control, breakwater construction and new port technologies. 2026-09-14 17:20:04
  • S. Korea, U.S. hold defense talks in Busan amid Hormuz pressure
    S. Korea, U.S. hold defense talks in Busan amid Hormuz pressure SEOUL, September 14 (AJP) - South Korea and the United States will hold high-level defense talks in Busan this week amid growing pressure from Washington for a South Korean contribution to U.S. operations in the Strait of Hormuz, according to the defense ministry in Seoul Monday. The 29th Korea-U.S. Integrated Defense Dialogue, or KIDD, will take place in the southeastern port city from Wednesday through Friday, the Ministry of National Defense said. Kim Hong-cheol, director general for defense policy at the South Korean defense ministry, and George LeMoore, the U.S. assistant secretary of war for East Asia, will represent Seoul and Washington, respectively. Their delegations will include senior defense and foreign affairs officials from both countries. “The two sides plan to discuss a wide range of alliance security issues, including the transition of wartime operational control, combined defense posture and shipbuilding cooperation,” the ministry said. Launched in 2011, the KIDD is a senior-level forum for regular defense and security talks between Seoul and Washington. The meeting is generally held once or twice a year, alternating between the two countries. The upcoming session comes about four months after the 28th KIDD was held in Washington in May. One of the most closely watched issues will be a possible South Korean military deployment to the Strait of Hormuz. The United States has continued to press allies, including South Korea, for contributions to security operations in the region since the outbreak of war with Iran earlier this year. Seoul has stepped up its review by sending an assessment team to the United Arab Emirates to examine military facilities and operational conditions related to a possible deployment. The government team last week reviewed potential port calls and local conditions for maintenance, logistics and operational support. The United States is reportedly hoping South Korea could make a deployment before the U.S. midterm elections in November. Seoul, however, has maintained that no final decision has been made. The KIDD is expected to provide a forum for the two sides to discuss more detailed questions, including the timing and size of any deployment, its mission and the composition of participating forces. The transfer of wartime operational control, or OPCON, is another expected agenda item. Seoul aims to reach an agreement with Washington on a target year for the OPCON transition at the annual Security Consultative Meeting, or SCM, between the two countries’ defense chiefs in November. The Busan meeting will also mark the first time the KIDD has been held outside Seoul or Washington. The defense ministry said Busan was chosen to highlight bilateral interest in shipbuilding cooperation and South Korea’s industrial capabilities. U.S. officials attending the meeting are also expected to visit South Korean shipyards during their stay. HD Hyundai Heavy Industries operates a major shipyard in Ulsan, while Hanwha Ocean runs a shipyard in Geoje, both near Busan. AJP Takeaways - South Korea and the U.S. will hold high-level defense talks in Busan from Wednesday to Friday. - A possible South Korean deployment to the Strait of Hormuz is expected to be a key issue. - The talks will also cover OPCON transfer, combined defense posture and shipbuilding cooperation. 2026-09-14 10:37:30
  • Chunmoo moves to the arms mainstream on the Balkan front
    Chunmoo moves to the arms mainstream on the Balkan front SEOUL, September 11 (AJP) - Croatia’s decision to buy 18 South Korean K239 Chunmoo multiple rocket launchers on top of its earlier order of HIMARS from the United States reflects a broader recalibration in the Western Balkans, where military modernization has accelerated since Russia’s invasion of Ukraine. Hanwha Aerospace signed a 411.8 million euro ($478 million) contract with the Croatian Ministry of Defence on Thursday to supply 18 Chunmoo launchers, ammunition carriers, fire direction command vehicles and integrated logistics support. The package includes multiple types of precision-guided rockets for short-, medium- and long-range missions, as well as training and lifecycle support. Deliveries are scheduled to continue through 2030. The deal makes Croatia the fourth European country to select Chunmoo after Poland, Estonia and Norway, further expanding the South Korean system’s presence in a European market seeking to rebuild artillery and long-range strike capabilities. The Croatian government approved the HIMARS procurement in December 2024 after receiving a U.S. letter of offer and acceptance worth about $290 million before value-added tax. The U.S. State Department had earlier approved a possible package of eight launchers and associated weapons and support worth up to $390 million. “Chunmoo complements the contracted HIMARS systems, increases the Croatian Armed Forces’ range and firepower, diversifies supply routes and further strengthens deterrence,” Prime Minister Andrej Plenković said. The decision suggests that Zagreb does not see Chunmoo simply as a cheaper competitor to HIMARS, but as an additional layer in its long-range precision-strike arsenal. The procurement also sits within a broader military buildup in the Western Balkans that began well before Russia’s invasion of Ukraine but has accelerated as the war reshaped European defense planning. Serbia emerged as the region’s early mover, stepping up modernization from around 2015 and investing in combat aircraft, air defense, armored vehicles, drones and electronic warfare. Unlike NATO members in the region, whose modernization is shaped largely by alliance requirements and interoperability, Belgrade has pursued a more autonomous strategy built around diversified suppliers, including Russia, China, France and Israel. Croatia has followed a different path. As a NATO and European Union member, its modernization remains anchored in Western systems and alliance standards, but force planning has also increasingly reflected Serbia’s expanding air, missile and armored capabilities. Zagreb has acquired Rafale fighters, Bradley infantry fighting vehicles and Black Hawk helicopters and has ordered Leopard two tanks, Bayraktar drones and HIMARS alongside Chunmoo. The result is not an imminent return to the conflicts of the 1990s, but an increasingly complex regional security environment in which modernization by one state can alter the calculations of its neighbors. For Croatia, operating both HIMARS and Chunmoo therefore adds not only firepower but also flexibility and redundancy as the regional military balance shifts. Chunmoo can carry two rocket pods simultaneously and can load different types of precision-guided munitions on the same launcher, allowing commanders to tailor weapons to different targets and ranges. Hanwha describes the system as capable of integrating a family of precision-guided rockets with national command-and-control systems. HIMARS, by comparison, carries a single pod containing six Guided Multiple Launch Rocket System rockets, or other compatible longer-range missiles depending on configuration. Croatia’s defense ministry has cited NATO compatibility, price, firepower and a relatively short delivery schedule among the reasons for choosing Chunmoo, with the full package expected to be delivered within 24 to 36 months. “It was chosen because it is compatible with NATO standards, affordable, much more lethal and meets all our needs,” Croatian Defense Minister Ivan Anušić said in an interview with Croatian public broadcaster HRT. The ability to deliver weapons quickly has become an increasingly important factor in Europe, where countries are racing to rebuild inventories and expand long-range strike capacity following Russia’s invasion of Ukraine. “Hanwha’s ability to supply systems quickly is becoming a competitive advantage as Europe’s rearmament demand translates into actual force acquisition,” Kang Tae-ho, a defense analyst at DS Investment & Securities, said. Europe’s experience since the war in Ukraine has also highlighted the importance of securing access to ammunition and reducing dependence on overseas supply chains. DS Investment & Securities pointed to Hanwha’s push with Poland’s WB Group to establish local production of 80-kilometer-class guided rockets as another factor strengthening Chunmoo’s position in Europe. Hanwha and WB Group agreed in 2024 to pursue a joint venture for local production of CGR-80 guided missiles in Poland. Hanwha has already sold Poland 290 Chunmoo launchers along with 80-kilometer and 290-kilometer-range guided missiles. “Securing an ammunition production base in Europe is an important factor in easing concerns over ammunition sovereignty and strengthening Chunmoo’s export competitiveness,” Kang said. According to Army Recognition, citing Euractiv, the United States blocked the integration of U.S.-made GMLRS rockets into France’s planned Foudre and Thundart artillery systems. The decision came as France faces a looming gap in rocket artillery capability, with its existing launcher fleet expected to shrink to just nine operational systems before their retirement between 2027 and 2030. Without access to U.S.-made guided rockets, the two French programs could face higher development risks, costs and delays. It shows that access to widely used U.S. munitions does not necessarily mean foreign-developed launchers can integrate them. U.S. approval remains necessary for the final configuration and sale of HIMARS-related weapons, giving Washington a degree of control over who can use the GMLRS ammunition ecosystem and on which launch platforms. Zagreb is not only expanding its firepower but also avoiding dependence on a single launcher and ammunition ecosystem by operating both HIMARS and Chunmoo. The Croatian Chunmoo package includes a separate contract with Poland’s WB Electronics for the delivery, installation and integration of a command-and-control system, while Hanwha provides the launchers and rocket ammunition. An Eugene Investment & Securities report described the emerging structure as one linking Hanwha’s launchers and ammunition with Poland’s WB command-and-control technology and Croatian industrial cooperation. “Chunmoo is expanding, like the K9, into a common artillery platform and supply chain in Europe,” Eugene analyst Yang Seung-yoon said. The development could be significant for Hanwha’s next stage of expansion in Europe. Until recently, competition between Chunmoo and HIMARS was often framed as a contest in which governments would choose one system over the other. Croatia shows that the market may not necessarily work that way. For countries facing both a deteriorating security environment and growing concerns about ammunition availability, supplier concentration and delivery times, buying two systems can itself become part of the deterrence strategy. DS Investment & Securities sees potential for further Chunmoo sales not only in countries looking to replace aging Soviet-era multiple rocket launchers, such as Romania and Bulgaria, but also among European states already pursuing HIMARS, including Lithuania, Latvia and Sweden. AJP Takeaways - Croatia is buying 18 Chunmoo launchers despite already ordering HIMARS. - Chunmoo offers faster delivery, flexible firepower and a second ammunition supply chain. - The deal expands Hanwha Aerospace’s foothold in Europe as demand for long-range fires grows. 2026-09-11 16:38:09