• Journal of Korean Society of Transportation
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• v.34 no.6
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• pp.510-522
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• 2016

In studies involving public transport, social welfare improvement is simply explained by the increase in public transport demand. However, the increase in the demand for public transport is mostly observed by the change in the frequency of public transport service, and in-vehicle crowding in public transport has not been an object of concern. This study examines and tries to reveal the cause of the changes of the social welfare and in-vehicle crowding of the changing public transport from imposing congestion pricing. We observe that congestion pricing increases in-vehicle crowding in public transport. This predictable phenomenon is more exacerbated in case of not operating bus-only lane. It should be noted that in-vehicle crowding is more increased in suburban, but in First-best toll system it tends to get worse less than it in other congestion pricing systems. We identify that the change of in-vehicle crowding is affected by the change of proximity of the housing to workplace, the number of commuting trips, and unpredictable distortion effect of the congestion charge.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.51-63
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• 2011

This study suggests that prior to construction of the 2nd Changwon tunnel and implementation of the demanded free of charge on Changwon tunnel, it is recommended to improve the traffic facilities and management of the traffic condition in order to create an efficient road that will keep traffic flow to a minimum and maintain the facilities proper working order. It has been generally accepted that the 2nd Changwon tunnel is necessary to construct and open as soon as possible. This is due to the service level of current traffic volume in the Changwon tunnel pay toll road which have been so congested that the fees have increased causing a public complaint to be filed, demanding a early free of charge be implemented for the Changwon tunnel. Furthermore, the objective and impartial analysis of the traffic situation based on a simulation of the alternative and traffic congestion fees has been provided to make the early free of charge on toll road as soon as possible. Finally, careful attention should be paid to seek to make the early free of charge on toll road in order to minimize the damages both specified and unspecified that may arise the prompt settlement of construction repayments and security of minimum management fees should be given priority over other alternatives.

• Proceedings of the KIEE Conference
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• 2000.07a
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• pp.10-12
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• 2000

The electric utility industry around the world is undergoing a revolutionary transition from vertically integrated monopoly structure to a competitive industry. Electric market price changes hourly because suppliers and customers participate in a open market competitively. In this paper a web program developed wi function of OPF calculation. This program is re by a perl language. Also We calculated the marginal cost and the congestion charge shadow price resulted from the OPF.

• The Journal of the Korea Contents Association
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• v.17 no.11
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• pp.588-599
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• 2017

This paper analyzes internet access model between ISP, CP and end users where CP uses various technologies to provide direct access to ISP owning subscribers to consume its own contents in low cost and high quality. The level of access charge depends on the competitiveness of CP market. When CP market is perfect competitive, the level of access charge is identical to that of social optimum while when CP market is monopoly, the level of access charge is influenced by the sensitivity of the contents price to access charge for CP. The dead weight loss due to monopoly market in CP can be removed by the regulation of access charge. Socially optimal access charge in monopoly market of CP is lower than that in competitive market. This is because the regulator wants to set access price to lower level to reduce welfare loss from monopoly in CP market where CP determines the price to over marginal cost.

• Journal of Korean Society of Transportation
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• v.27 no.4
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• pp.77-89
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• 2009

With an increasing number of cars in Korea, the government is constantly providing roads and their related facilities. However the fundamental problems of cities like the structure of cities and the environment of roads make the traffic congestion of downtowns. To solve this problem the construction of toll roads such as tunnels and bridges is increasing but use rates of drivers is low. With more tolls required, less persons will use the roads. Thus this study is to consider offering discounted charges when using the two or more toll roads together. This study analyzes the impact that discounted charges would bring to the demand. In the meantime we looks into what the proper range should be for the discount. The results of this study are expected to be used as basis for the introduction of a discount system in the future.

• Journal of Korean Society of Transportation
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• v.25 no.4
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• pp.57-66
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• 2007

According to the rapid economic growth and the escalation of recreational tourism activities due to the change of job and working patterns, currently various traffic problems often occur in tourist areas. As tourist traffic, contrary to general traffic, is not regional but rather from outside the area of interest, it is hard to grasp the traffic situation surrounding the tourist area. Furthermore, since the traffic is concentrated during a limited tourist season, it is difficult to examine and solve the problem. In this study, in order to test the feasibility of introducing a traffic transfer system to reduce congestion in tourist areas, the authors considered the differences in traffic congestion between typical and tourist seasons and designed a willingness to pay model. The willingness to pay amount for a shuttle bus fare is assumed as 1,430 Won and 1,650 Won is assumed for a transfer parking charge. These amounts were slightly above the current bus fare in the study area, but many people thought that the introduction of a traffic transfer system would help to relieve the traffic congestion approaching the tourist area and to develop tourism resources. As the willingness to pay appeared high from the persons used in this study, it was indirectly confirmed that the introduction of a traffic transfer system would be a step in the right direction.

• Journal of Korean Port Research
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• v.13 no.2
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• pp.313-322
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• 1999

Pusan the principal port of South Korea, has opened its door since 1876. Currently, the four-stage port construction project is under way to handle ever-growing marine transportation volume. While the port unloading capabilities are increasing the infrastructure to deal with all the transportation volume failed to catch up with them. Accordingly the city had to suffer from worst traffic congestion on due to the increasing container traffic volume causing logistical costs to rise. This study was designed to inspect the enforcement of infrastructure construction plan and suggest systematical and effective ways to improve the plan. The study focused on :\circled1The decision-making procedure, \circled2Financial resource for the plan, \circled3Effectiveness of the project enforcement, and \circled4Who will be in charge of the project. As a result from the study, these followings were suggested to improve the plan. First, Pusan Port Infrastructure consisting of (Inter-city Free way, Belt Highway and Outer Highway) should be immediately legally-regulation project. Second, the method to finance the project should be deter-mined and investment consultation among the central government the city government and private sector should be also made. Measures to make the central government budget allocation for the project mandatory should be discussed. Third, Effectiveness of the project can be doubled by gradually or partialyl opening the routes based on long-term or short-term operating plans. Fourth, The organizer of the project should be appointed, or a special task-force team in charge of the plan can be formed.

• Journal of Korean Society of Transportation
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• v.14 no.1
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• pp.7-27
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• 1996

It is very costly to construct transportation facilities such as roads, bridges, tunnels, and public parking lots mainly because land price is very high in metropolis like Seoul. Private car oweners use these facilities more extensively than public transportation users. However, the government does not impose proper charges for using these facilities. Such improper charge causes traffic congestion and then decreases social welfare in efficiency and equity. To solve problem, many traffic demand management policies are used. Traffic management policies which are currently used or under consideration by the City Government of Seoul include the imposition of road tolls, increase of parking fees in public parking lots, increase of gasoline taxes, expanded implementation of bus only lanes, and shippujae, which requires one(1) non-driving day for 10 calendar days. This study examined the impacts of such policies on the different income classes using simulation analysis. We found that the impacts of market-oriented policies such as the imposition of road tolls and the increase of gasoline taxes is regressive. Also, we found that while the low and middle income private car users have incentive have incentive for public transportation use, the high income private car users have no incentive for public transportation use in many cases.

• The Transactions of the Korean Institute of Electrical Engineers A
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• v.51 no.8
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• pp.379-384
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• 2002

In the competitive electricity market, various pricing methods are developed and practiced in many countries. Among these pricing methods, marginal loss factor(MLF) can be applied to reflect the marginal cost of network losses. For the calculation of MLF, power flow method has been used to calculate system loss deviation. However, this power flow method shows some shortcomings such as necessity of regional reference node, and absence of an ability to consider network constraints like line congestion, voltage limit, and generation output limit. The former defect might affects adversely to the equity of market participants and the latter might generate an inappropriate price signals to customers and generators. To overcome these defects, the utilization of optimal power flow(OPF) is suggested to get the system loss deviation in this paper. 30-bus system is used for the case study to compare the MLF results by the power flow and the OPF method for 24-hour dispatching and pricing, Generator payment and customer charge are compared with these two methods also. The results show that MLF by OPF reflects the power system condition more faithfully than that of by the conventional power flow method