• The Korean Journal of Air & Space Law and Policy
• /
• v.30 no.1
• /
• pp.65-94
• /
• 2015

Since American Airlines launched AAdvantage which was the first Frequent Flyer Program in 1981, many people has accumulated mileage credits, and now, frequent flyer program(FFP) is the universal marketing tool to the airlines. These days, airlines establish a strategic alliance with domestic and foreign companies of various fields ; other airlines, travel agencies, car hire firms, hotels, department stores, even credit card companies. However, more people want to use their mileage credits, more airlines reject to approve that or change frequent flyer program against their customers. Last year, Northwest, Inc. v. Ginsberg, the United State Supreme Court made a decision that the preemption provision of Airlines Deregulation Act(ADA) preempts state laws related to rates, routes and services for air carriers including implied covenant of good faith and fare dealing. Thus, the claim of Ginsberg was canceled, it means that Northwest Inc. could terminated one-sidedly his membership in the frequent flyer program. In the contrast, Korea does not have the statute like ADA. If customers file a claim on FFP like Ginsberg, the courts of Korea judge whether the clauses of standard form contract are unfair or not. Therefore, in this article, Ginsberg would be checked on legal issues and be compared briefly with the courts' ruling in Korea.

• Journal of the Korean Geographical Society
• /
• v.30 no.2
• /
• pp.120-131
• /
• 1995

To analyze mobility patterns, this study used three Constraint (Capability Constraint, Coupling Constraint, Authority Constraint) models which were proposed in Dr. Hagerstrand's Time-space theory. This paper shows that three constraint models have some effects upon mobility by age. In this study, Capability Constraint means a certain special constraint that is what we can't do during proceeding basic natural urges like sleep, fare, etc. Coupling constraint is a physical one. Each person limits the action range for staying on a special place in special time. For instance, students have to stay in school so that they have mobility constraints. Authority Constraint is a social one. When we use urban facilities or traffic, we may be controlled by mobility sphere by an agreement or a social position. It is social agreement that the opening hour of a store, the time table of mass-transportation and a social positional control that the personal income, the standard of education. In this study it has been in a process of determination of the cluster number that degree of influences a social constraint to mobility. Considering the mobility constraint of characteristics of space divides urban and rural, people in urban area have higher mobility rate than in rural area. Resuets of determination of the cluster, show similar mobility pattern. People in urban area are connected verity of mobility which related to urban space structures with determination of cluste-number. That is to say, mobility patterns can be changed by space charactcristics. Constraints by sex and age are also social constraints and they are influenced by mobility patterns. For instance, females at the age of twenties have similar mobility pattern to the same age male but they have sudden changes after thirty's age. Male entertains a similar pattern without restriction of age. That is to say, management by sex as a social constraint affects mobility. To establish more realistic traffie policy, mobility formation should be reflected to the space in a view of social-behavioral science. To embody this, some problems should be investigated as follows. 1. As a problem of methodology, if sufficient samples ensured, we could subdivide clusters and could open up a new method of analyzing the mobility clusters by using the neuro-network. 2. Extracting actions connected with mobility and finding life cycle which is classified by daily cluste-characteristics, suitable counterproposal could be presented to the traific policy.

• Journal of the Korean BIBLIA Society for library and Information Science
• /
• v.2 no.1
• /
• pp.132-177
• /
• 1974

Toe public library may perform a social good only when its objectives are adequate to the community's needs. The present purpose of the public library in the Korean Library Act has no direct concern for our social needs from its very beginning because it was not created in response to our social needs but transplanted from American principles. It is, therefore. difficult to expect socially useful output of our public library programs under the present purpose which may be inadequate to our social tradition and needs. This study purposes to examine validity of the present purpose of the public library in the Korean Library Act, in the light of our community needs and our own library tradition. The methods employed to achieve the purpose of the study are (1) to survey needs of the library frequenters through questionnaire, and interviews with the public librarians in Seoul, (2) to gather the statistical data relevant to, and supporting, the hypothesis, and (3) to compare our social background with that of the United States of which the American purpose, a model for our present purpose, came out. The conclusion is as follows: A. The idea to induce people to pull themselves upward by providing for all the members of the community access to the world's best books shelved in the public library should be abandoned. The reasons are (1) that the idea is alien in our public library tradition, (2) that little demand of the community goes with the idea, and (3) that reading outside the library has come into wide practice, thanks to recent increase in individual income and that in publications. B. That the public library maintains fiction and other recreational reading materials is meaningless in the light of the community needs. These are the two explanations supporting the thesis. (1) The "uplift" theory has proved inoperative and people apparently do not progress from, light fiction to more respectable fare. (2) The conviction that fiction and other recreational reading materials keep the middling classes from the "vicious" entertainments maintaining order in the community by giving them a harmless source of recreation has lost its significance as the modern society provides a number of choices in recreation: television is an obvious example. C. The nature of the informational needs of the community has radically changed, so radically as to require substantial changes in the outlook, collections, and services of the public library, which is :slow in adopting itself to the new social surroundings in Korea. D. 92.2 per Cent of the present frequenters of the public library are high school and college students. Since the library is to meet the existing community needs it should turn its attention to the student group, and develop the means to serve it better, not the "theoretical group of specialists who do not come to "the public library. E. In revision of the purpose of the public library, priority of each objective should be given. The priorities in the last analysis are research and information. culture, recreation in that order.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.33 no.5
• /
• pp.1969-1980
• /
• 2013

The Traffic congestion is caused by the increasing traffic demand. Thus, economic losses have been increasing every year. To solve these problems, car sharing and rental car systems that are equipped with IT technologies emerge. Car sharing has many advantages-the alleviation of the traffic congestion, the saving of maintenance cost for cars, the reduction of car possessiveness, the solution for the hassle of car ownership, for business and personal duty, and the improvement of connectivity between public transportations-. The goal of the car sharing is to achieve low-carbon and eco-friendly transportation. In this study, we review papers related to the car sharing system and the cost system of traffic systems. We estimate the optimal cost of the cloud traffic system that is one of the car sharing services. We suggest a methodology to estimate operational cost and use cost through the analysis of cost system between similar traffic means. The range of the maximum and minimum cost was determined through the comparison and analysis of similar traffic means. Expected demand and the cost that people are willing to pay were estimated through optimized value pricing. The minimum cost per hour that was compared to the cost of rental car was estimated at 5,333 won and the maximum cost per hour that was compared to taxi cost was estimated at 17,700 won. The cost for users was estimated at 6,930 won. The cost of 50% demands was estimated at 6,550won. Future studies should analyze service hours of users, weather, demand pattern and trend and consider them into the cost estimation.

• Journal of Energy Engineering
• /
• v.29 no.3
• /
• pp.64-73
• /
• 2020

This paper presented a methodology for calculating daily load curves per city by taking into account the charging/discharging location of electric vehicle. In other words, this is the daily load curve calculation algorithm by city, which takes into account the charging/discharging location of electric vehicles, so that the impact of loads generated by charging/discharging of electric vehicles on the power grid can be easily understood in certain cities. Specifically, in accordance with the PEVs share scenario, the PEVs discharge power was calculated to reflect both the characteristics of the arriving vehicle in the morning and the SMP plan after establishing a assumption that the electric vehicle arrived at work in the morning and the electric vehicle arrived at home in the afternoon for each of the charging/discharging locations, that is, work and home, of electric vehicles in the city. After calculating the daily load curve for each charging/discharging power type for the PEVs charging strategy, which takes into account both the characteristics of the vehicle arriving at home in the afternoon and the TOU fare system, it was analyzed by comparing the impact assessment on the grid by adding the existing load.

• Journal of Environmental Impact Assessment
• /
• v.23 no.6
• /
• pp.417-431
• /
• 2014

There is a Conjoint Analysis to estimate the environmental value of natural river restoration project of Inchon Metropolitan City's small River: Gong-chon Stream, Gul-po Stream, Seung-gi Stream, Jang-su Stream. In order to find out the optimal expense condition, we tried to estimate the possible payable amount. According to the analysis, almost all people are willing to pay 15,000 Won. In case of the river types, the people liked 10 cm's depth of water and there should be brook trail, convenient facilities and flood plain at the stream edge space. But it is impossible to build these facilities with minimum fare 15,000 Won per a household. If the necessary expenses set high, the tax resistance of the local residents will be increased. So, in consideration of the analytical results of the attribute level, we draw five alternatives. This study is based on the results of Incheon metropolitan City residents' survey, and there is Conjoint Analysis to estimate the environmental value of natural-type river project of Incheon metropolitan City. If it is reflected the special assume factors of this study, and if there is exact environmental value estimation of the various river quality through different analysis, then it will become a study of high utilizing.

• Korean Security Journal
• /
• no.50
• /
• pp.61-87
• /
• 2017

National Assembly is a constitutional institution that is required to first consult the will of the people and it should do its effort continuously so that security of citizens using parking lot would be enhanced at the same time while improving parking service in order to increase customer satisfaction of the people. Under this recognition, in this study, Doonchi parking lot of National Assembly under consigned management was first reviewed in a perspective of criminal prevention through environmental design(CPTED) and particularly, fence installation and reinforcement work for securing 'territoriality' and operation of all round shooting camera and installation of No-trespassing warning board at entrance were suggested. Second, it was recommended to change independent control system in which CCTV security system of National Assembly Doonchi parking lot is operated separately from National Assembly safety situation room and integrate it with National Assembly safety situation room(revised to double safety system) and performance of CCTV camera was made to be increased to over 2m. In addition, video recording mode was converted to NVR mode for application to IP camera in the future and in order to avoid dead zone of security monitoring area and based on site inspection result, addition 3 places of newly installing CCTV were indicated. Third, it was recommended to introduce parking fare billing and management system through unmanned equipment in parking lot management and operation.(specialized management of professional parking service provider was reviewed). By doing so, risk of cash handling by charging personnel was removed by reducing current 7 working personnel to 3 and particularly, by converting parking lot management mode being operated temporarily from 9 A.M. to 9 P.M. at present to 24 hours operation mode and providing more specialized parking service, citizens visiting National Assembly were provided with convenience and image of National Assembly was also enhanced. This study was carried out in parallel with various literature and case studies, including data from the Office of the Defense Protection in the National Assembly.

• Journal of Korean Society of Transportation
• /
• v.26 no.1
• /
• pp.127-135
• /
• 2008

Generally, optimum shortest path algorithms adopt single attribute objective among several attributes such as travel time, travel cost, travel fare and travel distance. On the other hand, multi-objective shortest path algorithms find the shortest paths in consideration with multi-objectives. Up to recently, the most of all researches about multi-objective shortest paths are proceeded only in single transportation mode networks. Although, there are some papers about multi-objective shortest paths with multi-modal transportation networks, they did not consider transfer problems in the optimal solution level. In particular, dynamic programming method was not dealt in multi-objective shortest path problems in multi-modal transportation networks. In this study, we propose a multi-objective shortest path algorithm including dynamic programming in order to find optimal solution in multi-modal transportation networks. That algorithm is based on two-objective node-based label correcting algorithm proposed by Skriver and Andersen in 2000 and transfer can be reflected without network expansion in this paper. In addition, we use non-dominated paths and tree sets as labels in order to improve effectiveness of searching non-dominated paths. We also classifies path finding attributes into transfer and link travel attribute in limited transit networks. Lastly, the calculation process of proposed algorithm is checked by computer programming in a small-scaled multi-modal transportation network.

• Journal of Korean Society of Transportation
• /
• v.34 no.5
• /
• pp.465-475
• /
• 2016

Since inaccurate demand estimation for recent urban rail construction may result in financial burden to cities, precise prediction for operating cost as well as construction costs is necessary to avoid or reduce budget loss of the local or central government. The operating cost is directly related to the public fare and affect a policy to determine the rate system. Therefore, there is a pressing need to develop an estimating model for reliable operating cost of urban railway. This study introduces a new model to estimate the operating cost with new variables. It provides a better prediction in accuracy and reliability compared to the existing model, considering the feature of urban railway. For verification of our model, railway operation data from a few cities for the last five years were comprehensively examined to determine variables that affect the operating cost. The operating cost was estimated in a dummy regression model using five independent variables, which were average distance between stations, daily trains distance, total passenger capacity of a train in a train, driving mode(manned/unmanned), and investment type(financial/private).

• Journal of Korean Society of Transportation
• /
• v.23 no.5 s.83
• /
• pp.157-167
• /
• 2005

Seoul metropolitan public transport reform results in the introduction of the semi-public operation and distance-based fare policies. With implementation of these policies, public transport revenue allocation has been (will be) evolved very complicated because the existing revenue allocation issues have not only been clearly solved, which is generated by the combined relationship among Korea Railroad Corporation (KRC). Seoul Metropolitan Subway Corporation (SMSC). Seoul Metropolitan Rapid Transit Corporation (SMRTC), and Incheon Rapid Transit Corporation (IRTC), but also the revenue allocation problem between bus and urban railroad-related organizations need to be considered in this combined framework. On top of that. based on the future plans such as the private sector's railroad construction plan(s), the light rail transit construction plans of several local governments and the join of remained bus lines of Seoul metropolitan areas, it is understood that the revenue allocation among public transport operating organization will become one of main issues of operation organization as well as local and central governments. As a basic approach for revenue allocation of public transport operation organizations, the purpose of this paper is to propose an integrated model applicable to estimate degree of service contribution in passenger carriage in the combined public transport network. With a hypothesis that the complete electronic card system is deployed, this paper supposes every passenger's loading and alighting stations is recordable. Thereby, this paper limits research scope as to Seoul metropolitan railroad area since used route(s) between origin and destination stations can not be traceded because transfer stations each passenger path through is not recorded. Each model proposed in the paper is as follows: 1. a generalized cost reflecting passenger's transfer behavior; 2.a K path model for determining similar routes between O-D; 3.an assignment model for loading O-D trips onto the detected similar routes using Logit Model.