• Proceedings of the KSR Conference
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• 2001.10a
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• pp.83-90
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• 2001

Generally, fare system is divided diminishing fare rate to distance into proportional fare rate to distance. In this paper, it is simulated the financial effect on the HSR operator introduced the diminishing fare rate to distance system. The diminishing fare rate to distance system increase the railroad demand, so profit of HSR operator is increased. We find that the diminishing fare rate to distance system is better than proportional fare rate to distance system.

• Journal of Korean Society of Transportation
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• v.7 no.2
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• pp.17-27
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• 1989

A nonlinear programming model for evaluating public transit fare system is proposed. The model finds transit fare level and the structure that maximizes gross fare-box revenue subject to constraints on minimum ridership and the form of the fare equations. It is assumed that the demand for transit is a function of fare and its own-fare elasticity. It is assumed that the demand for transit is a function of fare and its own-fare elasticity. It is also assumed that the conditions including fare of the other modes are unchanged ; i.e., partial equilibrium. Empirical study has been performed for the case of Seoul subway system. This study includes an analysis of fare structure ; flat system and distance-based fare system. Sensitivity and comperative static analysis for elasticity has been also demonstrated.

• Proceedings of the KSR Conference
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• 2000.05a
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• pp.32-42
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• 2000

In this paper, we outlines the basic pricing rules that developed over the years, and illustrates how these rules apply in practice using railway fare, price discrimination in railway travel. we review the problems of rail fare system reflecting the market fare decision and consider fare decision structure and relative fare comparison with other modes of transportation. Specifically, we focus on tile effect of tile “fare varying system with distance”, using the characteristics of long distance transportation modes. And set up the framework for reasonable fare decision under the current circumstances.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.756-760
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• 2009

In 2010, the second phase of Kyeongbu KTX high speed train construction is expected to be completed. Therefore KTX's fare system need to be further improved. In this study, analyze the present condition and problems whit applying the existing fare system into the second phase of KTX high speed train, and then suggests improvement measures that divide KTX's fare system with distance-based fare and service-based fare.

• Journal of the Korean Society for Railway
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• v.9 no.2 s.33
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• pp.200-205
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• 2006

Subway widely used as a major mean of public transportation both at home and abroad contributes to ease chronic traffic congestion in cities. However, subway operating expense is expected to increase continuously because subway requires vast amount of money at the construction stage, huge sum of maintenance cost is spent during operation, and passenger needs for more convenient facilities is increasing. on the contrary to enormous operating expenses, fare that is occupying most of operating income doesn't come up to its prime cost causing chronic operating deficit. It is urgent to prepare fare system improvement measures to increase operating income in order to resolve financial difficulty of a subway operating organization. Therefore, the current study analyzed present condition and problems of subway fare system, and suggested improvement measures such as improvement of fare adjustment procedure, improvement of free-ride system, diversification of ticket, etc.

• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.155-162
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• 2009

The recent increase of light rail construction by the private sector in Korea has caused a new issue in forecasting rail demand. Integrated fare systems between several rail operators is convenient and brings cost savings to users, and therefore is also very effective in increasing demand. However, it causes some short-term revenue loss to operators so that the private sector often suggests a non-integrated fare system. The current rail demand forecasting model is based upon an integrated fare system. Thus this model cannot be used to forecast the demand with a non-integrated fare system. Some value of transfer fare should be estimated and applied to forecast the demand in a non-integrated fare system. This study conducted a stated preference (SP) survey on urban railway passengers and estimated the value of transfer fare. The estimated value is 2,609 Won/hr, which is about 52% of in-vehicle time. This shows railway users have a tendency to pay more for transfer fares to save time or distance. This value has some limitations since it is derived from the SP survey. If some non-integrated fare system is applied in the future and a RP survey is conducted and compared with these study results, a more clear value of the transfer fare will be derived.

• Korean System Dynamics Review
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• v.10 no.1
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• pp.61-76
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• 2009

We try to use system dynamics to forecast the demand/supply and price, also transportation fare for iron ore. Iron ore is very important mineral resource for industrial production. The structure for this system dynamics shows non-linear pattern and we anticipated the system dynamic method will catch this non-linear reality better than the regression analysis. Our model is calibrated and tested for the past 6 year monthly data (2003-2008) and used for next 6 year monthly data(2008-2013) forecasting. The test results show that our system dynamics approach fits the real data with higher accuracy than the regression one. And we have run the simulations for scenarios made by possible future changes in demand or supply and fare related variables. This simulations imply some meaningful price and fare change patterns.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.101-108
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• 2004

The new transit fare in the Seoul Metropolitan is basically determined based on the distance-based fare system (DBFS). The total fare in DBFS consists of three parts- (1) basic fare, (2) transfer fare, and (3) extra fare. The fixed amount of basic fare for each mode is charged when a passenger gets on a mode, and it proceeds until traveling within basic travel distance. The transfer fare may be added when a passenger switches from the present mode to another. The extra fare is imposed if the total travel distance exceeds the basic travel distance, and after that, the longer distance the more extra fare based on the extra-fare-charging rule. This study proposes an algorithm for finding minimum fare route in DBFS. This study first exploits the link-label-based searching method to enable shortest path algorithms to implement without network expansion at junction nodes in inter-modal transit networks. Moreover, the link-expansion technique is adopted in order for each mode's travel to be treated like duplicated links, which have the same start and end nodes, but different link features. In this study, therefore, some notations associated with modes can be saved, thus the existing link-based shortest path algorithm is applicable without any loss of generality. For fare calculation as next steps, a mathematical formula is proposed to embrace fare-charging process using search process of two adjacent links illustrated from the origin. A shortest path algorithm for finding a minimum fare route is derived by converting the formula as a recursive form. The implementation process of the algorithm is evaluated through a simple network test.

• Proceedings of the KSR Conference
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• 2001.05a
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• pp.97-102
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• 2001

If the Seoul-Pusan high-speed rail project is able to open its revenue service in 2004, Korea will be the fifth country with an HSR system in the world. And, it will be recorded as a major milestone in the transportation history of Korea. But, Government regulated railroad fare because railroad fare increase can bring negative influences to CPI(Consumer Price Index). Consequently, Korea National Railroad cannot afford to operate railroad independently under current railroad fare system. In this paper, we studied the railroad fare system under implementation and its influences to CPI. And then we proposed that railroad fare must be decided by competition with other transportation modes and based on the demand variance by introducing YMS(Yield Management System).

• Journal of the Korean Society for Railway
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• v.7 no.1
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• pp.37-48
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• 2004

In this paper, I explain the situations and problems which are focused on the rail freight system. We have a many problems, which have been showed the long freight logistics time, and inadequate fare system. And rail freight system does not have a efficient marketing system, and unit load system. Therefore rail freight has been decreased modal share, which is estimated from 9.65% in 1995 to 6.25% in 2001(ton base). Recently, EU nations and America rail freight system reveals a good outcome, which keeps the balance in the black. The main factors which go into the black, is the enlargement the investment in rail freight and efficient management focusing on the unit load system, fare system, and personnel management. I suggest the several improvement ways, which will be helpful to advance the rail freight system. Fistly, I suggest the speed up the freight rail and efficient fare system. Secondly, I propose the unit load system and the regulation the truck focusing on curtailment of the social cost. Lastly, I make an overture of establishment the comprehensive logistics system.