• Journal of Korean Society of Transportation
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• v.23 no.8 s.86
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• pp.67-75
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• 2005

This study analyzed the relationships between expenditures on transportation and those on communications, using consumer expenditure data from the U.S. for the 19 years 1984-2002. We first identified 12 categories of goods for transportation and communications, and then applied the linear approximate Almost Ideal Demand System(LA/AIDS) method for estimating consumer demand functions based on aggregating the categories to five (public transportation, personal vehicle capital, personal vehicle operation, electronic communications media, and print communications media) due to the small sample size. Expenditure and price elasticities were also calculated at mean values of expenditure shares. The results indicate that transportation and communications categories have both substitutive(e.g. public transportation and electronic communications media) and complementary(e.g. private vehicle capital and electronic communications media) relationships. Additionally, expenditures in the transportation categories are generally more income-elastic than those in communications.

• Journal of Korean Society of Transportation
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• v.20 no.3
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• pp.93-103
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• 2002

우리 국민의 교통수요행태를 분석하기 위하여 준이상수요체계(almost ideal demand system) 함수형태의 집계교통수요모형을 설정하였다. 대중교통수단으로서 시내버스, 시외버스, 택시, 기차, 전철이 그리고 개인교통수단으로서 연료비가 포함되었으며, 기타재화 및 서비스에 대한 소비지출이 함께 추정되었다. 추정에 이용된 자료는 통계청의 "도시가계연보"에 수록된 '전국 도시가구 소비지출'과 "물가통계"에 수록된 '전국 도시소비자 물가'이다. 추정결과 모형의 설명력을 나타내는 수정결정계수(adjusted-$R^2$)는 대부분 0.9 내외에서 높게 나타났다. 추정계수는 총 51개중에서 25개가 5% 수준에서 유의한 것으로 나타났다. 추정된 계수값을 이용하여 가격탄력성과 소득탄력성을 구하였다. 자기가격탄력성과 소득탄력성 추정치는 조금 높기는 하나 부호와 상대적 크기가 모두 예상과 일치하고 다른 연구결과들과 유사한 범위에 있다. 연료비에 대한 소득탄력성은 1.72로 가장 높게 나타났고, 대중교통수단은 0.03~0.49 사이에서 나타나므로 교통수단이 정상재임을 의미한다. 보상수요의 교차가격탄력성은 총 15개의 교차관계에서 12개의 관계가 상식과 일치한다. 다음 연구에서는 더 많은 시계열자료를 발굴하여, 장기간의 교통수요 변화에 대한 분석을 시도할 필요가 있다. 또한 초월대수함수나 동태함수 등 다양한 형태의 수요함수를 시도할 필요가 있다. 여러가지 형태의 교통수요함수추정을 통해서 우리 현실에 적합한 교통수요모형을 발견할 수 있을 것이다. 대도시와 중소도시 등 지역별 지출자료를 발굴하여 지역특성을 반영하는 교통수요함수의 추정도 필요하다.

• Journal of the Korean Home Economics Association
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• v.32 no.3
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• pp.45-62
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• 1994

지금까지 일반적으로 재화의 소비자 수요에 관한 연구가 써비스의 소비자 수요에 관한 연구보다 강조되어 온 경향이 있으나 급증하는 써비의 분야의 중요성에 비추어 볼 때, 가계의 가계생산 시간절약에 기여할수 있는 써비스 지출에 영향을 미치는 소득, 가계의 경제적.사회적 구조 그리고 여성의 노동시장 참여증가의 효과를 연구하는 것은 매우 필요한 일이라 생각된다. 본연구의 결과는 가계 및 개인을 포함하는 소비자 행동의 이해증진을 통해서 성공적인 마아케팅 전략의 개발을 도모하는 관련 써비스 업계와 소비자 행동과 가계의 소비행태에 관심이 있는 소비자 및 가계 경제학자들에게 유용한 정보를 제공할 것이다. 아울러, 본연구는 수용 함수 및 탄력성의 측정을 통해서 각 써비스의 특성을 규명하는데 유용한 정보를 제공함으로 써비스 관련 공공정책의 수립에 도움을 줄수 있을것이다.

• Journal of Energy Engineering
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• v.24 no.2
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• pp.9-16
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• 2015

As electricity is an indispensable input to human's existence and industrial production, economic benefits arise from consumption. The economic benefits of the electricity consumption are useful information in various fields of electricity-related policy. Therefore, this study attempts to value the economic benefits from electricity use. The economic benefit of electricity consumed is the area under the demand curve which made of the sum of the actual consumer expenditure and the consumer surplus. Consumer expenditure can be easily observed but the information on price elasticity of demand is necessarily required to compute consumer surplus. This study derives the estimates for price elasticities through literature review. The price elasticities of the electricity demand for residence, industry, and commercial are estimated to be -0.332, -0.351, and -0.263, respectively. Because the consumer surplus of the electricity consumption for residence, industry, and commercial are computed to be 191.54, 143.44, and 231.91 won per kWh, respectively. Given that average prices of electricity use were 127.02, 100.70, and 121.98 won per kWh for the year 2013, the economic benefit are calculated to be 318.56, 244.14, and 353.89 won per kWh, respectively. We can convert the values to 321.96, 246.75, and 357.67 won per kWh in 2014 constant price, respectively, using consumer price index. They can be used in the economic feasibility analysis of a new electricity supply project.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.41 no.2
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• pp.229-237
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• 2016

The purpose of this paper is to empirically identify whether unit bias exists or not under the flat rate pricing in the Korean mobile telecommunication market and to give the desirable form of pricing plans for minimizing this irrational behaviors. Our results show that with the flat rate pricing consumers tends to make more voice or data traffic over their optimal consumption level, meaning the existence of unit bias in the Korean mobile market. These results imply that under the current pricing plans subscribers may pay higher monthly fee than their optimal cost which maximizes their utility, for using the telecommunications service. Thus, policy makers need to consider adopting mobile operators' segmentation of the flat rate pricing plans for the reduction of subscribers' telecommunications costs and the improvement of consumer welfare.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.36 no.10B
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• pp.1192-1199
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• 2011

The purpose of this paper is to test empirically whether the sunk cost fallacy occurres or not under the two-part tarriff and to give the desirable rate-making for minimizing sunk cost fallacy. According to the results of analysis highly paid monthly fee makes more traffics over the level of optimal consumption because of sunk cost fallacy. Therefore monthly fee reduction will cause the optimal consumption that is near the solution of their own utility function.

• Environmental and Resource Economics Review
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• v.15 no.2
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• pp.247-267
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• 2006

This paper formulates a monopolistic competition model by incorporating Leontief product function into Dixit and Stigliz model to analyze and compare the effects of two environmental policy instruments-fuel efficiency regulation and environmental tax-on a market which reflects characteristics of international vehicle market. As expected, both policy instruments raise equilibrium market prices. The effect of fuel efficiency regulation on firm output, the number of firms, and industry output, however, depends on three determinants-the increasing rate of the ratio of consumer expenditure to the income, the increasing rate of fixed cost, and the increasing rate of marginal cost. On the other hand, the imposition of the specific environmental tax reduces the firm output, but does not influence the number of firms. If these two instruments are assumed to lead to the same increasing rate of marginal costs, the environmental tax reduces the firm output as well as the industry output more than the fuel efficiency regulation. And it will induce more firms to exit the market than the fuel efficiency regulation if the increasing rate of the ratio of consumer expenditure to the income is larger than the increasing rate of fixed cost.

• Environmental and Resource Economics Review
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• v.26 no.2
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• pp.257-286
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• 2017

This paper estimates the effects of imaginary repeated increases in excise duties on fuel oil consumption and on their income redistribution according to changes in consumer price index, if the inflation indexation system was introduced right after the second Energy Tax Reform ended in July, 2007 in Korea. In fact, nominal excise rates have not been adjusted since 2007. As a result, the real excise rates on fuel oils have been diminished inversely proportional to the consumer price index. Own- and cross-price elasticities of fuel oils such as gasoline and diesel oil are estimated under the general equilibrium framework based on the linear expenditure system. Counterfactual analyses through microsimulation in a static model are adopted to estimate the effects of introducing inflation indexation into the fuel tax in 2007 when the second Energy Tax reform ended on the fuel consumption and income redistribution in 2014. Microsimulations suggest that its introduction could have reduced the consumption of gasoline and diesel oil by 8.8% and 5.4%, respectively, ending up with increased excise revenue by 11.9%. The revenue increase in spite of decreased consumption is mainly because their demands are price inelastic. It could also have increased positive income redistributive effect by 0.01%p (from 0.12% to 0.13%), which is measured in terms of percentage decrease in Gini coefficient. In other words, the fuel excise on the two fuel oils decreased by 0.13% the Gini coefficient of before and after fuel tax income in 2014. This implies that the inflation indexation could have enlarged the income redistributive effect up to 0.13% in 2014, if it is introduced in 2007.