• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.2D
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• pp.193-201
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• 2011

The provision of traffic information plays an important role in increasing social benefit not only by saving travel time for individuals but also by improving the efficiency of road operation. VMS(Variable Message Sign) helps on-wheel drivers easily understand the road situation, and also provides real-time traffic information to people on the streets. However, it has not been sufficiently studied on how traffic information based on VMS influences on the drivers' selection of route. This study investigated how drivers use VMS traffic information and how they are satisfied with it. Then, the model of drivers' route selection was specified with the types of traffic information and the expected travel time to examine the influence on the selection of drivers' route. The model was estimated and analyzed in three types according to the condition of detour roads, and the rate of route change and the degree of sensitivity was calculated from the estimation. The results of analysis are as follows. the $1^{st}$ type model showed the 10% of route change for the travel time saving of 5minutes, and the 81.6% of route change for the travel time saving of 20minutes. The $2^{nd}$ type led to the range of route change from 14.2% to 92.7% over the 5 through 20 minutes of travel time saving. The $3^{rd}$ model resulted in the 99.1% of route change. The sensitivity of route change showed the highest for the travel time saving of 11 minutes with the $1^{st}$ type model, 9 minutes with the $2^{nd}$ type model, and 5 minutes with the $3^{rd}$ type model respectively.

• Journal of Korean Society of Transportation
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• v.20 no.7
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• pp.177-183
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• 2002

Current state-of-the-art of VMS control is based upon simple knowledge-based inference engine with message set and each message's priority. And R&Ds of the VMS control are focused on the accurate detection and estimation of traffic condition of the subject roadways. However VMS display itself cannot achieve a desirable traffic allocation among alternative routes in the network In this context, VMS display strategy is the most crucial part in the VMS control. VMS itself has several limitations in its nature. It is generally known that VMS causes overreaction and concentration problems, which may be more serious in urban network than highway network because diversion should be more easily made in urban network. A feedback control algorithm is proposed in this paper to address the above-mentioned issues. It is generally true that feedback control approach requires low computational effort and is less sensitive to models inaccuracy and disturbance uncertainties. Major features of the proposed algorithm are as follows: Firstly, a regulator is designed to attain system optimal traffic allocation among alternative routes for each VMS in the network. Secondly, strategic messages should be prepared to realize the desirable traffic allocation, that is, output of the above regulator. VMS display strategy module is designed in this context. To evaluate Probable control benefit and to detect logical errors of the Proposed feedback algorithm, a offline simulation test is performed using real network in Daejon, Korea.

• Journal of Korean Society of Transportation
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• v.28 no.2
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• pp.65-75
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• 2010

When the cost-benefit analysis is applied for social discount rate(SDR), the choice of SDR to be used in analysis is critical. One of the important issues when public investment project evaluate what is the SDR theory, so there have studied about SDR and no exact answer it so far. In this study, there are three of SDR theories that be estimated social time preference rate, social investment returns and the weighted average method from 1990s, 2000 to 2003 and 2004 to 2008.. First, social time preference method computes consumer's interest rate and the model of Pearce and Ulph(1999). Second, social investment returns method computes private returns of capital. Third, the weighted average method computes the model of Squire, L., Herman G. van der Tak(1975) and private consumption expense and the private investment expense. SDR is estimated in the rage between 2.4% and 3.9% from 2004 to 2008. It is not appropriate that the interest rate was unstable. But it is consider for social equity from present to future generations. Considering this things, downward need to the value of current SDR 5.5%.

• Health Policy and Management
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• v.29 no.2
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• pp.206-219
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• 2019

This paper aims to demonstrate current health expenditure (CHE) and National Health Accounts of the years 2018 constructed according to the SHA2011, which is a manual for System of Health Accounts (SHA) that was published jointly by the Organization for Economic Cooperation and Development (OECD), Eurostat, and World Health Organization in 2011. Comparison is made with international trends by collecting and analyzing health accounts of OECD member countries. Particularly, scale and trends of the total CHE financing as well as public-private mix are parsed in depth. In the case of private financing, estimation of total expenditures for (revenues by) provider groups (HP) is made from both survey on the benefit coverage rate of National Health Insurance (by National Health Insurance Service) and Economic Census and Service Industry Census (by National Statistical Office); and other pieces of information from Korean Health Panel Study, etc. are supplementarily used to allocate those totals into functional classifications. CHE was 144.4 trillion won in 2018, which accounts for 8.1% of Korea's gross domestic product (GDP). It was a big increase of 12.8 trillion won, or 9.7%, from the previous year. GDP share of Korean CHE has already been close to the average of OECD member countries. Government and compulsory schemes' share (or public share), 59.8% of the CHE in 2018, is much lower than the OECD average of 73.6%. 'Transfers from government domestic revenue' share of total revenue of health financing was 16.9% in Korea, lower than the other social insurance countries. When it comes to 'compulsory contributory health financing schemes,' 'transfers from government domestic revenue' share of 13.5% was again much lower compared to Japan (43.0%) and Belgium (30.1%) with social insurance scheme.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.1
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• pp.119-131
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• 2021

This study quantitatively derived the direct socio-economic effects of the Gyeongbu Expressway, which opened in 1970, and suggested a methodological approach for more reliable results. The scenario was set when the Gyeongbu Expressway was not constructed in 1970, the opening of the Gyeongbu Expressway was delayed by 10 years, and the toll road between Seoul and Daejeon, or between Seoul and Gangneung was opened instead of the Gyeongbu Expressway as suggested by the World Bank. In addition, direct benefits were estimated by calculating and comparing the current vehicle operating costs, travel time costs, traffic accident costs, and environmental pollution costs. As a result, it was estimated that about 351 trillion won in direct benefits occurred, and it can be seen that the promotion of the construction project of the Gyeongbu Expressway at that time had a huge impact on South Korea's social economy.

• Korean Chemical Engineering Research
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• v.60 no.3
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• pp.356-362
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• 2022

Research related to hydrogen technology is being actively conducted around the world. Korea is also making great efforts to develop technology to leap forward as a hydrogen economy powerhouse. In particular, the world's No. 1 hydrogen vehicle penetration rate is proof of this. However, the construction of hydrogen refueling stations is being delayed. The biggest delay factor is the public opposition. As such, policies without public support cannot be successfully implemented and are not sustainable. Therefore, this study intends to analyze the factors affecting the acceptability of hydrogen refueling stations in favor of and against them. As a research method, the basic factors affecting acceptability were identified by reviewing previous studies, and a questionnaire was designed and investigated based on the established factors. The validity and reliability of the questionnaire were verified, and the hypothesis was verified through correlation analysis. And, using structural equation modeling, a factor model was developed on the acceptability of hydrogen refueling stations. As a result of the study, acceptability defined private acceptability and public acceptability. In the case of private acceptability, it was confirmed that the higher the attitude toward the environment, the higher the level of knowledge about the hydrogen charging station, and the lower the degree of feeling the risk of the hydrogen charging station, the higher the acceptability. In the case of public acceptability, it was confirmed that the higher the benefit, the better the attitude toward the environment, and the lower the risk-taking characteristics of the individual, the higher the acceptability. Therefore, in this study, based on the potential factors verified in previous studies, the main factors affecting the acceptance on hydrogen refueling stations were identified. And the acceptance model was developed using structural equation modeling. This study is expected to provide basic data to seek ways to improve the acceptance of public when implementing national policies such as hydrogen refueling stations, and to be used analysis data for scientific communication.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.2B
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• pp.173-179
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• 2009

Industrial water supplied by water resource project is essential input materials along with labor, capital and land for companies. It is very important to stably secure these input materials in order for the industry to generate additional values. If the supply of industrial water is stopped, it is known damage for the industry is greater than domestic water or agriculture water based on same amount of supply. Like this, the actual value of industrial water has been highly acknowledged from the intuitive perspective, but study on the value and benefits of industrial water has been rarely conducted. Therefore, this study verified the value of industrial water supplied from water resource project, and used marginal production value as a measure to estimate the benefits of industrial water in the analysis of economic efficiency. As a result of empirical analysis using Cobb-Douglas production function and Translog production function, industries' average marginal production value was $5,427KRW/m^3$ and $5,583KRW/m^3$ respectively. The marginal production value for eleven industries were estimated by using same method. The marginal production value by industries presented by this study will be used as important data to calculate benefits of industrial water in the future. Moreover, the result of this study will provide reasonable criteria for decision making on the allocation of water in emergency situation, and problem of resource supply from water resource project.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.26 no.6
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• pp.33-50
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• 2023

This study is to propose the ecosystem service valuation method as a complementary or alternative tool to overcome the limitations of the contingent valuation method(CVM), typically used to assess social benefits in preliminary feasibility studies. With an increasing interest in natural and environmental restoration projects, we assessed social benefits with theses CVM and ecosystem service valuation method from a case of Janghang wetland restoration project and compared the extent of the two social benefits. For quantitative evaluation of ecosystem services, the biophysical quantity for each ecosystem service indicator was calculated and then converted into currency (KRW) units to estimate the economic value of ecosystem services. The four ecosystem regulating service indicators were selected including greenhouse gas capture/storage, air pollution, water quantity and quality regulation. The amounts of CO₂ sequestration and storage as a ecosystem's greenhouse gas regulating service in the study area were 73.04 tCO₂/yr and 5,867.53 tCO₂/yr respectively. The reduction of SO₂, one of air pollutant gases by ecosystems was calculated to be 180.27 kg/yr, the reduction of NO₂ to be 378.90 kg/yr, and the reduction of fine dust (PM10) to be 9,713.92 kg/yr. The amount of freshwater regulating service by the ecosystem was estimated to be 459,394,319ℓ/yr, and the amount of nitrogen in freshwater removed by the ecosystem was 78.00kg/yr. Study results show that the benefits derived from the CVM were KRW 227.8 billion over the 30-year analysis period and those from the ecosystem service valuation method were KRW 41.4 billion for regulatory services and KRW 148.8 billion for cultural services, totaling KRW 189.5 billion. With KRW 184.8 billion of the total costs, the benefit/cost ratio using the CVM was 1.23 and that with the ecosystem service valuation method was 1.03. This study implications include that the CVM and ecosystem service valuation method can be applied together to assess and compare social benefits for natural and environmental restoration projects.

• Korean Journal of Agricultural Science
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• v.23 no.1
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• pp.159-176
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• 1996

This study is aimed at reviewing the methods of joint cost allocation and allocating the joint cost of estuary dam with specially repect to Kumgang Large-scale Agricultural Comprehensive Development Project. Apart from the water resource development project propelled by Water Resource Development Corporation in connection with Law of Multipurpose Dam Development, the Largescale Comprehensive Agricultural Development Projects couldn't ins-titutionally be carried out cost allocation of common facilities, even though it were concerned with irrigation, municipal and industrical water supply, flood control, sightseeing and industrial zone development components. To decrease farmer's burden of the project costs and, operation and maintenance costs, the joint costs of common facilities like estuary dam included in agricultural development projects have to be allocated by suitable method as alternative cost-remaining benefit method and the analytical activity should be supported by revising the concerned laws as Rural Development and Promotion and, Rural Rearrangement conpatible with the law for multipurpose dam development. Kumgang Agricultural Comprehensive Development Project was selected as a case study for the estimation of socio-economic benefits by project components and joint cost allocation of the estuary dam. The main results of the study are as follows; Joint cost allocation and unit charges by components 1. The project area will be 25,554ha with total project cost of 624,860 million won including the estuary dam cost of 120,843 million won. The project costs were ex-pressed by 1994 constant price. 2. Total quantity of water was estimated 365 million tons which were consisted of 245 million tons for irrigation, 73 million tons for municipal water and 47 million tons for industrial water. 3. The rates of joint cost allocation were amounted to 34.2% for agriculture, 2.5% for sightseeing, 45.7% for transportation, 11.8% for M & I water supply and 5.8% for flood control respectively. 4. The unit financial charges by project components were estimated at 7.88 won per ton for irrigation, 16.11won for M & I water, 1,686won per vehicle one pass, 977won per Pyeong according to the capital recovery method. The financial charges using straitline method for depreciation were estimated at 7.88won per ton for irrigation, 9.12won per ton for M & I water, 624won per vehicle one pass for transportation and 331won per Pyeong for sightseeing area. 5. The unit economic charges by project components were estimated at 21.1 won per ton for irrigation, 15.2won for M & I water, 977won per vehicle one pass, 977won per Pyeong according to the capital recovery method. The economic charges using straitline method for depreciation were estimated at 11.72won per ton for irrigation, 8.61won per ton for M & I water, 331won per vehicle one pass for transportation. Policy recommendation 1. The unit operation and maintenance costs for irrigation water in the paddy field couldn't be imposed as the water resource cost untreated. 2. The dam costs including investment cost and O & M cost, as a joint cost, had to be allocated by each benefited components as transportation, M & I water supply, flood control, irrigation and drainage, and sightseeing. But the agricultural comprehensive project have been dealt as an irrigation project without any appraisal socio-economic benefits and any allocating the joint cost of estuary dam. 3. All the associated project benefits and costs must be evaluated based on accounting principle and rent recovery rate of the project costs and O & M costs should be regulated by the laws concerned. 4. The rural development and promotion law and rural rearrangement law have to be revised comprising joint cost allocation considering free rider problems. 5. The government subsidy for the agricultural base development project has to be covered all the project costs. In case of common facilities representing joint cost allocation problems, all the allocated casts for other purposes like transportation and M & I water supply etc. should be recovered for formation in investment fund for agricultural base development and to procure O & M costs for irrigation facilities.

• Korean Journal of Construction Engineering and Management
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• v.17 no.5
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• pp.120-129
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• 2016

The user cost is an important analysis item which should be considered together with life-cycle of facility, administrator cost and discount rate in LCCA for efficient asset management of SOC facilities. Especially, a significant delay cost occurs often for users in the road field due to a work zone for cleaning and maintenance, and in such case, the administrator should consider the administrator cost as well as the user cost for more rational decision making. However, the user cost has not been considered in most decision making steps until recently and relevant studies also have not been carried out actively. In this study, the methodology to estimate the user cost and delay cost required in the decision making step using the traffic flow model and the direct benefit estimation model in the traffic facility investment evaluation guideline is suggested. And, the traffic flow model was estimated on 4 national highway sections where maintenance was actually carried out in 2014 using VISSIM and, the user cost and the delay cost were estimated based on the suggested methodology. The analysis result showed that the average user cost of $17,569,000KRW/km{\times}day$ occurred on Section A with approximately 30,000 AADT before a work zone occurred, and in case the first lane was blocked for maintenance, the delay cost of $10,193,000KRW/km{\times}day$ (158%) on average occurred additionally. The delay cost of $1,507,000KRW/km{\times}day$ (115%) and $1,985,000KRW/km{\times}day$ (119%) occurred on Sections B and D with approximately 20,000 AADT respectively and the delay cost of $262,000KRW/km{\times}day$ (105%) occurred on Section C with approximately 10,000 AADT. This result of this study was estimated based on the simulation of traffic flow model so that there is a limitation in its actual application. A study ot develop a highly appropriate model using actual observation data and improve the possibility to apply it through the verification using the simulation will be necessary in future.