• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.5
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• pp.703-711
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• 2018

Recently, as various metro lines have been constructed and connected to other lines the rate of utilization has also been increased. However, the existing fare policy which the government does still stick to causes not only inappropriate action to the demand pattern but aggravation of the profit of the operation company. This study reviewed rail fare policy of major countries such as Japan and U.K etc. to improve the rationality of fare policy in Korea. In order to systematical analysis of fare policy, such viewpoints as of fare decision method, the card fare discounting system, the structure of fare, and the government subsidy policy were reviewed. Based on the results from the review, various problems and improvement plans were drawn. Through this study, appropriate fare systems to urban railway users could be given to improve the chronic deficit problem of urban railway operators.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.25-38
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• 2023

Seoul Metropolitan Urban Railroad has an undecided route that does not estimate the passenger transportation route. For this reason, the fare of the urban railroad is calculated by the assumption that passengers pass through the minimum distance. Therefore, if a transfer station on the urban railroad is added, the trip shortest distance could be decreased and the fare also reduced. In this study, this phenomenon defines the fare paradox(Shin, 2022) and estimates the impact of the fare paradox by opening the GTX-A. For this purpose, a scenario before and after the opening of the GTX-A has been established, and an additional fare has been estimated by proportional planning of the Seoul Metropolitan Integrated Distance Based Fare Policy. Fare Paradox was analyzed to about 0.024 % of daily income. It is expected to be used as a plan to determine a rate policy, such as the establishment of a GTX-A, B, C, D, and a light rail line.

• Journal of Korean Society of Transportation
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• v.23 no.1
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• pp.103-114
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• 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
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• v.2 no.1
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• pp.3-16
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• 1984

Development of para-transit is imminent in modern metropolis which are galloping toward motorization. Compared with other already industrialize countries, our metropolis can take a vantage of late starter in coping with urban transportation problem. Our metropolis are still heavily relying on public and/or pare-transit in modal split. Current government policy toward taxi-cab, however, seems to contradict with the objective of developing para-transit. If it is not adequately developed, the middle-class people of higher income would have no other option than having their own auto as already been observed. It will centainly accelerate our motorization process so that we follow the model of industrialized countries, and their problems too. Insisting that our transport policy should be drastically reformulated in favor of paratransit in addition to public transit, this study reappraise current policy on taxi-cab with respect to fare, prohibition of shared-ride, and other regulatory measures and propose and management model for taxi fare and operating policy in metropolis.

• Journal of Korean Society of Transportation
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• v.22 no.2 s.73
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• pp.27-39
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• 2004

The purpose of this paper presents realistic policy alternative about recent tendency to decrease of subway-users and diminution of use efficiency which are serious problems of Busan Subway. Several policy alternatives have been studied until now, such as subway transfer impedance solution plan, introduction of subway to transfer fare discounting policy, and etc.. But, those policy alternatives are difficult to carried out, because they are less effective and overburden to financial aspect. Therefore, I made use of research on subway utilization to presuppose service improvement, as an alternative, in the transfer fare discounting system between bus and subway which might be powerful influence over subway-users. To verify this proposed study, I took advantage of Stated Preference(SP) where I estimated fare revenue and effects on fluctuation of subway-users with nested logit model based on research results. Suitable alternatives are as follows: First, If municipal government carries out transfer fare discounting policy without shortening in-vehicle time and out-of-vehicle time transfer fare, it is reasonable to discount transfer fare 50% off on the assumption of financial support as much as \6.700 million annually. Secondly, in case of application of multi-factors at a time, transfer fare discounting and in & out vehicle time, it is preferred to have no charge for transfer option with financial support as much as expected income-loss \5,600 million.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.758-762
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• 2007

Revenue management is a new approach method to solve the problem of supply and demand, and one of fields which is diffused quickly at the service enterprise to use perishable-asset like the transportation business. It is based on multiple fare policy that discount charge reservation should be received if the benefit value of current discount fare is more than expected profit of the normal fare reservation it will be able to occur in future when suitable goods is sold to the customers at discount fare, at the time they want, and at assigned seat by controlling supply and demand from market. In this research, I will review on initial operation case for special class goods that the seat which is limited is assigned at some of train and portion of KTX for demand dispersion and new demand creation at peak time, put a limit in purchase conditions, and provides discounted fare. I will also try to find implication for strategic operation.

• Transportation Technology and Policy
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• v.11 no.4
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• pp.14-21
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• 2014

• Transportation Technology and Policy
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• v.7 no.2
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• pp.107-110
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• 2010

• Transportation Technology and Policy
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• v.7 no.2
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• pp.111-114
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• 2010

• Transportation Technology and Policy
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• v.8 no.1
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• pp.61-72
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• 2011