• Proceedings of the KIEE Conference
• /
• 2011.07a
• /
• pp.624-625
• /
• 2011

역률요금제도에서 가장 중요한 것이 합리적으로 할인 할증률을 설정하는 것이다. 할인 할증률을 통해 고객은 전기요금을 추가 또는 감액 받게 되므로 합리적인 근거에 따라 적정 할인 할증률을 선정해야만 전력회사와 고객간에 공정한 무효전력 거래가 가능하다. 오늘날 전기공급약관에서는 고객 역률 ${\pm}1%$ 변동시 기본요금에 연동하여 ${\pm}1%$를 가감하고 있다. 그러나 할인 할증률 즉 기본요금 ${\pm}1%$ 가감에 대한 이론적 근거가 찾기 힘들고 연구된 바도 없다. 따라서 본 논문에서는 현재의 역률요금제도상의 할인 할증률의 이론적 기반을 명확히 하고 오늘날의 전력계통 여건을 반영한 합리적인 할인 할증률을 제안하고자 한다.

• Journal of Korean Society of Transportation
• /
• v.23 no.1
• /
• pp.103-114
• /
• 2005

The transit fare resulted from the renovation of public transit system in Seoul is basically determined based on the distance-based fare policy (DFP). In DFP, the total fare a passenger has to pay for is calculated by the basic-transfer-premium fare decision rule. The fixed amount of the basic fare is first imposed when a passenger get on a mode and it lasts within the basic travel distance. The transfer fare is additionally imposed when a passenger switches from one mode to another and the fare of the latter mode is higher than the former. The premium fare is also another and the fare of the latter begins to exceed the basic travel distance and increases at the proportion of the premium fare distance. The purpose of this study is to propose an algorithm for finding K number of paths, paths that are sequentially sorted based on total amount of transit fare, under DFP of the idstance-based fare policy. For this purpose, the link mode expansion technique is proposed in order to save notations associated with the travel modes. Thus the existing K shortest path algorithms adaptable for uni-modal network analysis are applicable to the analysis for inter-modal transportation networks. An optimality condition for finding the K shortest fare routes is derived and a corresponding algorithms is developed. The case studies demonstrate that the proposed algorithm may play an important role to provide diverse public transit information considering fare, travel distance, travel time, and number of transfer.

• Journal of Korean Society of Transportation
• /
• v.22 no.6
• /
• pp.101-108
• /
• 2004

The new transit fare in the Seoul Metropolitan is basically determined based on the distance-based fare system (DBFS). The total fare in DBFS consists of three parts- (1) basic fare, (2) transfer fare, and (3) extra fare. The fixed amount of basic fare for each mode is charged when a passenger gets on a mode, and it proceeds until traveling within basic travel distance. The transfer fare may be added when a passenger switches from the present mode to another. The extra fare is imposed if the total travel distance exceeds the basic travel distance, and after that, the longer distance the more extra fare based on the extra-fare-charging rule. This study proposes an algorithm for finding minimum fare route in DBFS. This study first exploits the link-label-based searching method to enable shortest path algorithms to implement without network expansion at junction nodes in inter-modal transit networks. Moreover, the link-expansion technique is adopted in order for each mode's travel to be treated like duplicated links, which have the same start and end nodes, but different link features. In this study, therefore, some notations associated with modes can be saved, thus the existing link-based shortest path algorithm is applicable without any loss of generality. For fare calculation as next steps, a mathematical formula is proposed to embrace fare-charging process using search process of two adjacent links illustrated from the origin. A shortest path algorithm for finding a minimum fare route is derived by converting the formula as a recursive form. The implementation process of the algorithm is evaluated through a simple network test.

• Environmental and Resource Economics Review
• /
• v.22 no.4
• /
• pp.727-757
• /
• 2013

This paper estimates the effects of Air Cargo companies' fuel surcharge collusion on the final airfreight prices. We show that the final prices have not been generally higher than the 'but-for prices,' and even been significantly lower for some companies. We analyze the possible reasons for such findings, and conclude that the collusion on fuel surcharges has not been successful due to the oil price hike in the cartel period. We also find that the oil price elasticities of fuel surcharges are significantly lower than 1.

• JOURNAL OF ELECTRICAL WORLD
• /
• s.367
• /
• pp.62-63
• /
• 2007

미국 캘리포니아 주의 전력회사 퍼시픽 가스 & 일렉트릭 (PG&E)사는 2007년 봄부터 "Climate Smart" 라고 하는 지구온난화대책 프로그램을 추진하기 시작하였다. 이것은 PG&E 사가 제공하는 기후보호요금(Climate Protection Tariff : CPT)을 통하여 수용가 스스로 전기사용량에 따른 할증금을 지불하여, 전기 사용으로 인하여 발생하는 지구 온난화 가스의 배출이 상쇄(Climate neutral) 될 수 있도록 하는 미국에서 처음으로 추진되는 자주적 프로그램이다.

• Journal of Korean Society of Transportation
• /
• v.12 no.4
• /
• pp.65-88
• /
• 1994

교통수요와 공급은 상호 밀접한 연관성을 지니고 있다. 교통수요는 교통시설 서비 스수준 및 교통시설의 이용가격에 영향을 미치는 반면에 교통시설 공급비용과 서비스수준은 교통수요에 영향을 준다. 또한, 교통수요와 공급간의 상호작용은 도시공간상에서 발생하기 때문에 교통시스템의 공간적 구조 및 도시의 공간적 특성은 공급, 가격 및 수요를 통합한 교통균형모형에 있어서 매우 중요한 영향인자로 작용하게 된다. 그러나, 이제까지 개발된 교통균형모형에서는 통행인의 통행시간가치 및 교통체증의 도시공간상 변화가능성을 적절하 게 반영하지 못하고 있다. 본 연구에서는 도시공간상에서 통행인의 통행시간가치 변화패턴 을 반영한 수 도시공간상에서의 교통시설의 최적 서비스 수준, 교통수단별 최적요금체계를 도출할 수 있었다. 단핵도시구조를 지닌 도시공간상에서의 최적버스요금은 통행거리에 따라 할증되는 체계를 가져야 한다. 선행연구에서는 승용차에 대한 통행혼잡세 부과는 소득역분 배적인 효과를 초래하는 것으로 알려졌다. 그러나 버스의 요금구조나 서비스 수준이 최적수 준에서 제공된다면 통행혼잡세는 소득역분배적 결과를 초래하지 않는 것으로 나타났다.

• The Korean Journal of Air & Space Law and Policy
• /
• v.30 no.1
• /
• pp.117-149
• /
• 2015

On May 16, 2014 the Supreme Court of Korea rendered its decision with respect to litigation filed by All Nippon Airways Co., Ltd. ("ANA") for revocation of an order of correction and payment of a penalty imposed by the Korea Fair Trade Commission ("KFTC"). On or around September 2002, ANA and various airlines operating air cargo service from Japan to Korea were allegedly to have agree to introduce of fuel surcharge into their rates on cargo fares in an attempt to recoup falling profits from rising of oil price. As this hard core cartel was per se prohibited under Korean competition law (The Monopoly Regulation And Fair Trade Act), KFTC began an investigation and consequently with fruitful results imposed an amount of penalty and issued an order of prohibition. ANA protested against this imposition by filing suit against KFTC under the reasons that (1) their agreement was simply pursuant to the relevant laws and regulations including Air Transport Agreement between Korea and Japan, (2) there was an administrative guidance from Japanese government to allow this agreement, (3) extraterritorial application of Korean competition law to the agreement in this matter was improper as it was made within Japan and targeted only for the shipment from Japan to Korea: accordingly there is not a direct and serious effect between the agreement and any result of anti-competitive. This article aims to review ANA's allegation and the judgement delivered by Korean court under some issues respectively; (1) whether there is an effectively actual anti-competitive cartel between airlines including plaintiff, (2) whether filed rate doctrine is reasonable and applicable in this case for precluding wrongfulness, (3) what is the reasonable limitation of boundaries in extraterritorial application of Korean competition law. Additionally, this article also suggests to concern particular features of air transport business as an regulated industry in judging the unfair restrain on competition.

• International Journal of Highway Engineering
• /
• v.11 no.1
• /
• pp.47-58
• /
• 2009

Calibrating toll roads of highway networks needs additional weights within volume delay functions not like other general highway lints. However, current methods assigning additional weights in the volume delay function of toll roads are not sufficiently enough to predict real toll road volumes measured, since it does not consider discounting rates and an extra charges. This study develops methods to improve relevant and reliable volume delay functions. Suggested ideas include a method of weighting volume delay functions considering a value of time of vehicle types, a method of weighting volume delay functions considering lane distributions of vehicles, and a method of weighting volume delay functions considering percentages of link lengths per a number of lanes of toll roads. It is found that the method of weighting volume delay functions considering lane distributions of vehicles show most reliable and appropriate results, while the first method shows overestimation and the third method does underestimation of highway link volumes. In terms of assignment methods, total OD equilibrium assignment shows better results than PCU based assignment.

• Journal of Distribution Science
• /
• v.10 no.5
• /
• pp.45-55
• /
• 2012

In Korea, the parcel delivery service was launched officially in 1992, and the market has grown to 13.2 billion units, or 3.5 trillion won, as of 2011. The service companies accept small packages under 30 kg and deliver them on the next day in most domestic areas. This service plays an important role in business and personal activities. The parcel service companies have themselves designed the tariff for the delivery service based on two criteria: weight and the sum of three side lengths. Further, the tariff is graded in steps of three or four rate structures based on size (small, medium, large, and extra-small). However, the basic freight rate is generally decided according to the cargo's weight or measurement size, and an extra rate is added according to some factors (handling, stowability, liability, and so on). The parcel service tariff adopted by the companies is illogically designed, and this study was carried out to assess the need for redesigning the tariff structure. The cargo volume cannot be logically reflected by three side lengths. For example, two parcels measuring 160 cm based on three side lengths may have different volumes, one measuring 0.152 cbm (53.33 cm × 53.33 cm × 53.34 cm) and the other 0.05 cbm (100 cm × 50 cm × 10 cm). A small package of less than120 cm (sum of three side lengths) may have a volume of as much as 0.064 cbm (40 cm × 40 cm × 40 cm). Sample comparison showed that 17% of medium-size parcels (based on the sum of three side lengths) are small-volume packages, 24% of large-size parcels are small- or medium-volume packages, and 40% of extra-big-size parcels are big- or under-size packages. Therefore, if parcel service companies rate their services for volume cargo based on the three side lengths standard, users may have to pay higher than normal rates, particularly because a large percentage of parcels are volume cargo. According to this study, the average weight per 1 cbm is less than 300 kg. Therefore, users face an increasing risk of paying higher than logical freight charges. Generally, transportation companies are called "public interest enterprises," and parcel service companies operate as postal services. Public interest enterprises must provide the delivery service to all customers without discrimination at a reasonable service level and logical service charges. Therefore, parcels service tariffs must be designed and adopted logically. In this study, freight theories and prior research findings were used to consider the importance of freight rates, and distortion of parcel service rates based on the three side lengths system was verified through regression analysis of a parcel sample and sample comparison. In conclusion, volume sizes based on three side lengths have a higher correlation to the rate level than does the sum of three side lengths. Further, compared to the sum of three side lengths, volume size has a higher correlation to cargo weight, which is the most basic factor determining transportation cost. Therefore, the existing parcel service tariff should be changed to weight- and volume-based rates, and the tariff must be graded in steps of 8 to 10 higher rate structures for a logical freight schedule based on service cost.

• The Korean Journal of Air & Space Law and Policy
• /
• v.32 no.1
• /
• pp.327-353
• /
• 2017

The issue submitted to the Court of Justice on the merits of case C---573/13 originated from a claim brought in the context of a dispute between Air Berlin and the German Federal Union of Consumer Organisations and Associations. The challenge concerned the way in which air fares were displayed in Air Berlin's computerised booking system. The system was organised in such a way that, after selecting a date and a departure airport, one would find all possible flight connections in a summary table. However, the final price of the ticket was displayed only for the clicked connection, and not for all connections, thus preventing customers from being able to compare such price with the prices of other connections. The German Federal Union took the view that this practice did not meet the requirements laid down by Article 23 of Regulation (EC) No. 1008/2008, which requires transparency in the prices set for air services. This led the German State to bring an injunctive action to cause Air Berlin to discontinue said practice. The claim was upheld at both the application and appeal stage of the relevant proceedings. Subsequently, Air Berlin submitted the matter to the German Federal High Court, which decided to stay the proceedings and ask for a preliminary ruling from the Court of Justice as to 1. whether Article 23 of Regulation (EC) No. 1008/2008 must be interpreted as meaning that, during the computerised booking process, the final price to be paid must be indicated at all times when prices of air services are shown, including when they are shown for the first time; and 2. whether, during the computerised booking process, the final price must be indicated only for the air service specifically selected by the customer or for each air service shown. In a nutshell, the Court, by the here---discussed judgment determined that Article 23 of Regulation (EC) No. 1008/2008 must be interpreted as meaning that, in the context of a computerised air ticket booking system, the final price to be paid must be indicated not only for the air service specifically selected by the customer, but also for each air service in respect of which the fare is shown. Clearly the above judgment will place air companies under an obligation to update and adjust (when needed) their computerised ticket booking and payment systems, in consideration of the primary need for consumers to be aware at all times of the actual price payable for a ticket and be able to compare the price of the service selected with the prices for other air services in respect of which the fare is shown.