• The Journal of the Convergence on Culture Technology
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• v.8 no.3
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• pp.485-491
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• 2022

The traditional economic order quantity (EOQ) model is analyzed under the basic assumption that the purchase price is paid immediately upon receiving the product. However, product suppliers may allow a certain period of deferral of payment for product purchase costs in order to differentiate themselves from competitors. From the distributor's point of view, such a credit transaction can temporarily divert product purchase costs, resulting in a reduction in inventory investment costs, and ultimately, a factor that lowers the selling price for the purpose of increasing end-customer demand can be. In addition, in that credit transactions are provided for the purpose of increasing the demand of suppliers as a means of differentiation from competitors, it is more general to be allowed flexibly according to the transaction volume. In this regard, assuming that the end customer's demand is represented by a linear decreasing function of the distributor's selling price, this study analyzes a model for determining the distributor's pricing and ordering policies under order-size-dependent delay in payments. For the analysis, we also assume that the inventory is depleted not only by customer's demand but also by decaying.

• Journal of Korean Society of Transportation
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• v.30 no.2
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• pp.101-116
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• 2012

Accident prediction models have been utilized to predict accident possibilities in existing or projected freeways and to evaluate programs or policies for improving safety. In this study, a traffic accident prediction model for freeways was developed for the above purposes. When selecting variables for the model, the highest priority was on the ease of both collecting data and applying them into the model. The dependent variable was set as the number of total accidents and the number of accidents including casualties in the unit of IC(or JCT). As a result, two models were developed; the overall accident model and the casualty-related accident model. The error structure adjusted to each model was the negative binomial distribution and the Poisson distribution, respectively. Among the two models, a more appropriate model was selected by statistical estimation. Major nine national freeways were selected and five-year dada of 2003~2007 were utilized. Explanatory variables should take on either a predictable value such as traffic volumes or a fixed value with respect to geometric conditions. As a result of the Maximum Likelihood estimation, significant variables of the overall accident model were found to be the link length between ICs(or JCTs), the daily volumes(AADT), and the ratio of bus volume to the number of curved segments between ICs(or JCTs). For the casualty-related accident model, the link length between ICs(or JCTs), the daily volumes(AADT), and the ratio of bus volumes had a significant impact on the accident. The likelihood ratio test was conducted to verify the spatial and temporal transferability for estimated parameters of each model. It was found that the overall accident model could be transferred only to the road with four or more than six lanes. On the other hand, the casualty-related accident model was transferrable to every road and every time period. In conclusion, the model developed in this study was able to be extended to various applications to establish future plans and evaluate policies.