• Proceedings of the KIEE Conference
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• 2001.05a
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• pp.330-333
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• 2001

본 연구에서는 쌍방향 시장에서 혼잡 비용의 처리 방법을 제시한다. 이 방법은 쌍방향 시장에서 시장의 참여자들은 혼잡을 고려하지 않고 서로 계약을 하며 만일 혼잡이 발생한다면 Independent System Operator(ISO)가 혼잡을 해결한다는 가정을 전제로 한다. ISO는 혼잡이 발생 시 조정 입찰(adjustment bidding)을 통해 전력을 매매하여 혼잡을 해소한다. 이때 ISO는 전력의 매매 비용을 최소화하도록 하는데 이 매매 비용을 혼잡 비용이라고 부른다. 그러므로 쌍방향 시장에서는 이 혼잡 비용을 시장의 참여자에게 공평하게 배분하는 방식이 중요한 문제이다. 이 문제를 해결하기 위해 여러 가지 방법이 제시되었으며 송전 제약에 대한 라그랑지 승수를 이용하는 방식도 그 중의 하나이다. 그러나 이 방식은 연속 혼잡이 발생하면 참여자에게 혼잡 비용을 정확히 배분할 수 없다. 여기서 연속 혼잡이란 혼잡 선로에 의해 다른 선로에 혼잡이 발생하는 경우를 말한다. 본 연구에서는 직류 조류를 이용한 다단계 방법을 제시하며 이 방법은 연속 혼잡을 단계별로 처리하여 기존의 방법의 문제점을 해결하였고 혼잡 비용이 참여자에게 공평히 배분되도록 하였다.

• Journal of Korean Society of Transportation
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• v.20 no.2
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• pp.27-38
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• 2002

This study estimates the social cost of the traffic congestion of the Express highway from Seoul to Pusan during the New Year holiday in 1999. Considering inelastic demand and the hyper congestion, we show the congestion cost can be estimated as externalities caused by traffics which exceed the road capacity. Due to the congestion, it is estimated that it took about 12.40 hours more from Seoul to Pusan. The congestion is also estimated to have caused fuel cost of 0.6 billion won. time cost of 43.6 billion won and environmental cost of 0.5 billion won. The total cost reached up to 44.8 billion won.

• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.63-74
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• 2010

Recently, there has been increasing demand from academic society in Korea for the improvement of current traffic congestion cost estimation methods. The purpose of this study is to suggest a better way to estimate congestion cost followed by in-depth review regarding traffic congestion. The key improvements proposed in this study include: 1) adding social externality to congestion cost, 2) integrating the green house and environmental pollution impacts with congestion costs, 3) taking non-recurrent traffic congestion costs into account for the assessment, 4) revising the criteria to determining the level of traffic congestion speed, and 5) deciding how to limit congestion measurement period. It is found meaningful that the improvements, notwithstanding difficulties in their real case application, provide invaluable insights in our efforts to change the meaning of congestion cost in an era of sustainable growth.

• Proceedings of the KIEE Conference
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• 2002.07a
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• pp.428-431
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• 2002

본 논문에서는 경쟁적 전력시장에서 송전제약에 관한 비용을 적절히 할당하는 방법을 제시하고자 한다. 혼잡비용을 할당하는 방법으로는 모든 사용자들에게 똑같이 배분하는 방법과 혼잡의 원인을 제공한 사용자에게 정도에 따라 가중하여 혼잡비용을 할당하는 nodal pricing과 zonal pricing이 있다. 계산의 신속성과 복잡성으로 인해서 zonal pricing이 유용한 방법으로 사용되고 있다. 기존의 분할 기술은 계통운영자가 설정한 한계범위의 모선들을 zone으로 형성하는 통계적인 방법을 사용했다. 이 방법은 운영자의 임의성이 반영되는 모호한 알고리즘이라는 단점을 가지고 있다. 그래서 본 논문에서는 한계비용민감도를 이용한 계통분할 방법을 제안하였다.

• Journal of Korean Society of Transportation
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• v.25 no.5
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• pp.183-193
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• 2007

Traditionally, a congestion charge based on first-best congestion pricing theory, namely, the theory of marginal cost pricing theory, is equal to the difference between marginal social cost and marginal private cost. It is charged on each link so as to derive a user equilibrium flow pattern to a system optimal one. Based on this theory this paper investigates on the characteristics of first-best congestion pricing of multiple user class on road with variable demand, and presents two methods for analysis of social and spatial equity. For these purposes, we study on the characteristics of first-best congestion pricing derived from system optimal in time and in monetary unit, and analyze equity from this congestion pricing with an example network.

• Proceedings of the KIEE Conference
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• 2011.07a
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• pp.242-243
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• 2011

우리나라의 전력 계통은 수도권에 부하가 집중되어 있는 반면에 발전 설비는 비수도권에 위치해서 대규모 북상 조류가 발생한다. 이런 대규모의 장거리 전력 전송은 계통의 안정도를 떨어뜨리고 사고시 전력 계통에 불안정을 야기할 수 있다. 때문에 이를 방지하기 위해 송전전력을 제한하게 되고 그로 인한 혼잡비용이 발생한다. 전압형 BTB(Back-to-Back) HVDC의 경우 유효전력과 무효전력의 독립적인 제어가 가능하므로 전압형 BTB HVDC를 수도권 전력 계통에 투입시켜 무효전력을 보상해줄 수 있다. 무효전력을 보상해주면 수도권으로의 융통전력이 더 증가하게 되고 그로 인한 혼잡비용을 절감시킬 수 있다. 본 논문에서는 PSS/E를 이용하여 전압형 BTB HVDC를 수도권 전력망에 투입하여 융통전력을 계산하고 이를 토대로 탄소세를 고려한 혼잡 비용절감 효과를 알아본다.

• Proceedings of the KIEE Conference
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• 2006.07a
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• pp.123-124
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• 2006

우리나라 전력계통은 비수도권 지역의 발전단가가 수도권 지역의 발전단가보다 값이 싸기 때문에 비수도권에서 수도권지역을 연결해주는 6개의 북상선로에 흐르는 융통조류의 양이 하나의 경제성을 평가하는 기준이 될 수 있다. 본 논문에서는 병렬형 FACTS 투입에 따른 혼잡비용 감소를 융통조류 여유(f-V)해석을 통하여 평가하였다. 수도권 지역에 병렬형 FACTS가 투입된다면 수도권지역에 무효전력 공급으로 인하여 융통조류 증가를 우리나라 중장기 계통에 대해 모의하고, 이때의 발전 비용을 계산하여 FACTS 투입에 따른 혼잡비용의 경감효과를 분석하였다.

• International Journal of Highway Engineering
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• v.13 no.3
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• pp.147-156
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• 2011

Since the urbanization process has been taking place, negative outcomes such as environmental pollution and traffic congestion have produced as well. Reflecting the phenomenon, our study assumed that physical structure of urban form were implicit in relation to both economic performance and cost. It can be interpreted that as the urban space has been growing bigger, economic performances such as regional product output, economy of scale and the effect of agglomeration economies are increased. On the contrary, the negative effects such as environmental pollution and traffic congestion were incurred as economic loss and expenses. It means that even though economic performance can help increase regional product output, we should consider the loss on economic expenses which are paid for social problems such as environmental pollution and traffic congestion, which are caused by urbanization. Therefore, this study aims to statistically validate the relationship between traffic congestion as the most representative economy costs and physical characteristics of urban in a large city such as Seoul and to suggest its implications. As a result of model development for empirical analysis, GRDP(0.604), the population(0.582), employment GINI coefficients(0.296), population GINI coefficients(0.254) in order led to congestion cost. We can come to the conclusion that in case of scale factor such as the population, if the population tends to concentrate, urban becomes more crowded and that if GINI coefficients (the population, employment) which are variable on inequality according to region have the disparity with surrounding areas, congestion cost is caused a lot on account of movement related with employment. In addition, this phenomenon was caused if both the population and employment were geographically biased on one side.

• Journal of Korean Society of Transportation
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• v.24 no.7 s.93
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• pp.139-148
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• 2006

In order to incorporate substitution effects between different transport modes in optimal road Pricing, relating economic theories and models have been reviewed. It includes unconstrained optimization problem of maximizing separable and non-separable social net benefit functions of different substitutable urban transport modes. In doing that, the problem and limitations such as path-independent conditions with the asymmetric Jacobian of the objective function have been reviewed. Consequently, a plausible way of deriving optimal road price under interdependent market conditions has been suggested so that the idea can help identifying desirable and acceptable urban transport policy alternatives in a more comprehensive way.

• Journal of Korean Society of Transportation
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• v.25 no.6
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• pp.209-230
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• 2007

This paper analyzed the social cost function of a congestion-prone service system, which is developed from the social cost minimization problem. The analysis focused on the following two issues that have not been explicitly explored in the previous studies: the effect of the heterogeneity of value-of-travel-times among customers on the structure of cost functions; and the structure of the supplier cost function constituting the social cost function. The analysis gave a number of findings that could be summarized as follows. First, the social marginal cost for one unit increase in system output having a certain value-of-travel-time is the sum of the service time cost for that value-of-travel-time and the marginal congestion cost for the average value-of-service-time of all the system outputs. Second, the marginal congestion cost equals the marginal supplier cost of system output under the condition that supplier compensates the customers for the changed service time costs which is incurred by the marginal capacity increase necessary for economically facilitating an additional system output. Third, the compensated marginal cost is the multiple of the marginal capacity cost and the inverse of system utilization ratio, if the service time function is homogeneous of degree zero in its inputs.