• Journal of Korean Society of Transportation
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• v.31 no.4
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• pp.67-75
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• 2013

The main objective of the research is to analyse the efficiency of bus route operation system which is comprised of Individual Operation System and Joint Operation System. While the reformation of bus route operation system has been usually considered as a service upgrade strategy for inner-city bus operation, it is comparatively difficult to have background information for policy establishment due to shortage of analytical research output. This study adopts Data Envelopment Analysis technique to estimate efficiency of 101 bus routes in Ulsan Metropolitan City which operates two types of operation systems at the same time as of 2009. The analysis results tells that the reason of inefficiency lies on pure technical factor for J.O.G., and scale factor for I.O.G.. It is also confirmed that there is bus route which inefficiently operated in I.O.G and city government needs to prepare the specific plan to upgrade pure technique efficiency before reformation of bus route operation system for successful installation.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.174-179
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• 2006

본 연구에서는 지하철 노선, 지하수 양수량 및 상수도 누수량 등 도시유역에서 물순환에 큰 영향을 미치는 인공적 요소들을 분포형 수문모형에 반영하여 물순환을 모의하였다. 분포형 수문모형으로는 일본토목연구소에서 개발된 WEP 모형을 사용하였다. 입력자료 구축시 지하철 노선을 따라서 제1투수층, 제1난투수층, 제2투수층의 투수계수를 낮게 설정하여 지하철 노선의 영향을 반영하였으며, 지하철역 및 구별 지하수 양수량, 상수도 누수량을 모형의 입력자료로 구축하였다. 모의결과를 서울시 지하수관측공의 실측 자료와 비교하여 양호한 결과를 얻을 수 있었으며, 유역 스케일에서의 지하수위 분포양상을 모의할 수 있었다. 지하철 노선, 지하수 양수량, 상수도 누수량 등을 고려, 미고려시를 별도로 모의하여 각각 요소가 물순환에 미치는 개별적 종합적 영향에 대해 평가하였다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.6
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• pp.1309-1320
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• 2015

This study made an attempt to analyse the relationship between operation environment and fleet size per route which represents the level of service for inner-city bus service. Regression analysis method has been adopted as main analysis tool and 98 routes of bus operation status in Ulsan city as of 2013 has also been selected for analysis target. Correlation analysis was performed to identify the relationship between dependent and independent variables. There are three types of model for whole sample, type operation, and bus route operation system. These are the results of the current study. 1. The model developed for whole sample of 98 routes is as follows. Y(Fleet Size)=$-4.532+0.00002877*X_1$(Revenue). This model shows that it is necessary to have more than 140 passengers per day to increase fleet size of each bus route in Ulsan. 2. Models developed by type of operation (which are standard, express, and middle sized) are shown below. Stand Bus : Y(Fleet Size)=$-10.954+0.00004283*X_1$(Revenue). It is identified that more than 153 passengers need to use standard bus to increase fleet size per each standard bus, Middle Sized Bus : Y(Fleet Size)=-0.859+0.00001438*X1(Revenue). For middle sized bus, at least 52 daily passengers are needed to increase number of bus in each route. 3. Models developed for each route operation systems are as belows. Joint Operation Group : Y(Fleet Size)=$-4.786+0.00003028*X_1$(Revenue). Individual Operation Group : Y(Fleet Size)=$-2.339+0.00002030*X_1$(Revenue). These model provide similar result which 140 people is the minimum number of passenger to raise the number of vehicles in each route. This result shows that the route operation systems does not affect the raise number of cars significantly.

• 도로교통
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• s.97
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• pp.14-27
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• 2004

도로에 있어 교통량이 일정한 수준을 초과하여 증가되는 경우 통행시간과 운행비용이 과도하게 증대되는 혼잡현상이 발생하게 된다. 이러한 혼잡은 경제적 관점에서 추가분의 통행자가 기존 이용자의 통행비용을 증가시키는 유형으로 해석되고 있고, 이에 대한 대응으로 많이 사용되어 왔던 방법이 개별 통행자에게 다른 이용자들의 통행비용 증가분에 상응하는 요금을 혼잡통행료로서 부과하는 방법이다. 이와 같은 혼잡통행료는 국내의 경우 도심부로 진입하는 특정 도로에 국한하여 시행되는 것을 일반적인 것으로 인식하고 시행해왔으나(서울시 남산1, 3호 터널) 국외의 경우에는 환경보호 및 수요조절 측면에서 고속도로까지 확대 시행하고 있는 사례를 찾아볼 수 있다. 이에 본 연구에서는 국내의 고속도로 요금체계 현황에서 혼잡 통행료의 도입방안 및 가능성을 검토하고자 한다. 고속도로의 현행 통행료 부과 방법 및 제도를 고려할 때 통행요금에 혼잡통행료를 도입할 경우 1)시간대별 차등요금제, 2)폐쇄식 및 개방식 구간에서의 차등요금제, 3)노선별, 구간별 차등요금제, 4)요일별, 계절별 차등요금제를 고려할 수 있다. 현재의 고속도로에서 혼잡통행료를 도입할 경우 현행 이부요금제의 주행요금에 혼잡통행료 개념을 도입하는 것이 타당할 것으로 검토된다. 시간대별 차등요금제는 그 시간대를 주간(06시~24시)과 야간(24시~06시)으로 구분함이 타당할 것으로 판단되고 폐쇄식 구간의 경우 혼잡도를 고려한 주행요금을 이용거리에 비례하여 부과하며 개방식 구간의 경우 최단 이용거리를 기준으로 혼잡도를 고려한 주행요금을 부과하는 것이 타당할 것으로 판단된다. 또한 혼잡도를 고려한 주행요금을 부과하는데 있어 노선별, 구간별 차등을 두는 것이 바람직할 것으로 기대된다. 그러나 요일별 차등요금제는 주 5일 근무제가 확산됨에 따라 증가하는 비업무 승용차의 통행에 의해 고속도로의 비효율적인 운영이 발생할 경우를 제외하고는 적용하지 않는 것이 타당할 것으로 검토된다.

• Journal of Korean Society of Transportation
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• v.33 no.3
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• pp.247-255
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• 2015

When the new highway is opened, the new highway has alternative or linkage relationship with current highway networks. This change will lead to the different traffic patterns which can also lead to the change of toll revenue in other surrounding highways. This study investigates the change of revenue on the current highway networks caused by the new highway opening under the unified revenue system. Moreover, this study calculates the effectiveness of the revenue fluctuation when the highway system is under controlled by the public or private institution and proposes the meaning of the revenue fluctuation to those institutions. This study also proposes an index of revenue change that could be used to reflect the individual project evaluation and set the priority between multiple projects. Some limitations and future research agenda have also been discussed.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.

• Korean Journal of Social Welfare
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• v.39
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• pp.74-102
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• 1999

The integrated global economic system have intensed Liberalization, dereguration, privatization. National states were subordinated in global economic system. To save social costs and to encourage the national competition power, the globalized market tends to reduce the domestic social expention. Truely anxious things are not the defectiveness of capitalism itself but neo-liberal measures of each national states. So neo-liberal globalization beat welfare states. Welfare and growth, accumulation and justice are inter-conflict elements, and these confliction is well explained in context of globalization. Stratigies of growth pursuing economic benefits subordinate social policy in economic policy. Globalization did not always reduce the power of national state, but each national states purposely reduce the power of state and state participations. Thus Globalization can be overcome and must be overcome, eventually, the history of social welfare in korea differ frome that of European states. Their's social welfare retrenchment have based on the excessly expeneded welfare provision, but the frame of social welfare in korea is not yet established in history. Fundamentally historic experiences between European and korean social welfare are different. So "the third way" in korea must be in carefull approaches and the social welfare policy in korea must purchase "anti-market policy" and the equal distribution.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.1
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• pp.103-125
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• 2020

This paper reviews the EU Case, Claudia Wegener v. Royal Air Maroc SA [2018] ECLI:EU:C:2018:361, Case C-537/17. It analyzes some issues as to Wegener case by examining EU Regulations and practical point of views. Article 3(1)(a) of Regulation (EC) No 261/2004 of the European Parliament and of the Council of 11 February 2004 establishing common rules on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights, entitled scope, provides: "this Regulation shall apply: (a) to passengers departing from an airport located in the territory of a Member State to which the Treaty applies; (b) to passengers departing from an airport located in a third country to an airport situated in the territory of a Member State to which the Treaty applies, unless they received benefits or compensation and were given assistance in that third country, if the operating air carrier of the flight concerned is a Community carrier." ECJ held that must be interpreted as meaning that Regulation (EC) No 261/2004 applies to a passenger transport effected under a single booking and comprising, between its departure from an airport situated in the territory of a Member State and its arrival at an airport situated in the territory of a third State, a scheduled stopover outside the European Union with a change of aircraft. According to the Court, it is apparent from the regulation and case-law that when, as in the present case, two (or more) flights are booked as a single unit, those flights constitute a whole for the purposes of the right to compensation for passengers. Those flights must therefore be considered as one and the same connecting flight.

• Korean Journal of Social Welfare Studies
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• v.41 no.3
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• pp.5-27
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• 2010

The objective of this study is to examine the dicourse of East Asian Welfare Models and its applicability to explain the development of the Korean Welfare State(regime). The Confucianist Welfare State, representing East Asian Welfare Models has limitations in explaining the current features and dynamics of east asian welfare states. Compared to the western and northern european welfare states, the Welfare State(Regime) of Korea, one of the east asian countries show the clear differences in terms of its origin, the background of formulation, the orientation of the policy and the actors. Thus, a new approach to examine the East Asian Welfare Model is needed. As a theoretical framework, the origin and the growth of the Korean Welfare State(Regime) can be understood and explained in the boundary of concept and the theoretical framework of the Authoritative Developmental State; Historically, the democratization of the 1980s and the financial crisis of the end of 1990s in Korea contributed to the growth of the welfare policies and institutions in Korea. Japan, Taiwan and other east asian counties, such as Hong Kong and Singapore have many similarities with Korea in terms of welfare policies and institutions. Comparative studies of these countries can create significant and useful results to develop a new concept and model of East Asian Welfare States. Case studies and active academic exchanges among welfare state researchers in these east asian countries are very important to develop a new concept of East Asian Welfare State Models.