• The Journal of the Korea Contents Association
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• v.22 no.9
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• pp.252-259
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• 2022

In order to discuss the implications for demographic changes due to an aging society, this study sought to verify the effect of generational age with a focus on the case of the national housing scale transaction in Seoul Seocho-gu. For the result, variance and linear regression analysis, and when the analysis showed a significant correlation between age and transaction price, and corrected the trading region and year, it was also confirmed that the higher the age in most regions, the lower the trading price tendency. Based on the results of this analysis, efforts to improve the adequacy and fairness of pricing in trading cases, and the direction of policy change due to the aging of the population were discussed, and on the basis of this, we even proposed measures for the support of the policy authorities. In addition, the management condition of individual communal houses was an important factor in the sale and the lack of utilization of Internet-based platforms was expected to be the cause of the low price sale. However, due to the use of 2nd order data on real trading cases, the direction of subsequent research was presented together with respect to the limitations of not being able to control a wider variety of individual characteristics.

• Information Systems Review
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• v.12 no.1
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• pp.189-207
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• 2010

We applied IT ecosystem analysis to Smart Grid system in this paper and thereby compared various arguments about Smart Grid technologies against the reality of the power generation and distribution in South Korea with a special attention to the power distribution side. Our work attempts to propose policy implications in the government-level based on a firm-level analysis using the framework of the competitive strategy and advantage. The Smart Grid initiative is expected to enhance the efficiency in the power generation and distribution. In addition, the Smart Grid initiative aims at capturing the opportunities in the electric power business such as parts, components, supplies, and system products in the global arena. Prerequisites of smart distribution system include building infrastructure based on smart distribution parts, information systems, communication technologies, and developing various application programs and interfaces that would interact with the consumers. Consumers are expected to play an integral role by changing their consumption patterns in response to dynamic pricing and quality choices enabled by the smart distribution technologies. In order to induce the consumers to participate actively in the program, firms and policy makers should consider providing consumers economic incentives and proper education for better understanding of new technologies. Our work helps policy makers and firm better understand the nature of technology and stakeholders for the successful implementation of smart distribution technologies.

• KDI Journal of Economic Policy
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• v.13 no.2
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• pp.129-140
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• 1991

The primary purpose of price regulation on public utilities and other public services is not to prevent them from rising and control inflation but to allocate resources efficiently and reflect social values, when market does not function perfectly. That is, price regulation by government is a policy tool which is aimed at microeconomic effects. Therefore, when a microeconomic policy tool is used for macroeconomic policy objectives, such as price stabilization, we can have problems stemming from the mismatch. One of the examples is distortions in the relative price structure of resources. As government suppresses increases in regulated prices in an effort to reduce inflationary pressures, some of the public services become relatively cheaper, resulting in excess use of those services under regulation. Also, inflexibility of adjusting regulated prices to the overall price changes results in deterioration of qualities of public services. This paper proposes a set of reform proposals which are itnended to minimize such government failures. It is argued that the authority of price regulation should be decentralized, and ultimately done by independent regulatory commissions for each service. The pricing should be based on the principle of separate and independent accounting by each service unit and the principle of beneficiaries bearing the costs of services.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.41 no.1
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• pp.92-100
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• 2016

It is informed that the Voice over LTE(VoLTE) which serves voice and message on IP networks is better in terms of economies of scale than the legacy voice service on 2G/3G circuit-switched networks because of its technological and cost efficiency. In addition, services of voice and data are running on a single LTE network and as a result VoLTE has the more economies of scope. But, there is no study about how much technology-efficiency VoLTE has compared to circuit-based voice service and how much voice charge can be reduced as VoLTE grows up. This paper analyzes empirically cost-efficiency of VoLTE against circuit-based voice service and quantifies the reduction of voice charge as 2G/3G voice traffic shifts to VoLTE. The results describe the first is that the average cost of the total voice traffic rises shortly just after the investment of LTE network for providing VoLTE but it will soon have a capacity available to reduce the charge due to VoLTE's outstanding cost efficiency on the assumption that voice traffic is fixed, and the second is that the charge can be cut to 60% of the current rate in case of all the voice traffic moves to VoLTE. The latter proves partially the validation of data-focusing pricing plan. Our results are expected to become basic data for network operators' establishing pricing strategies and for policy makers' inducing price cutting.

• Journal of Global Scholars of Marketing Science
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• v.20 no.2
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• pp.219-230
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• 2010

Digital content makes big changes to our daily lives while bringing opportunities and challenges for companies. Creative firms integrate pictures, texts, videos, audios, and data by digitalization to develop new products or services and create digital experiences to promote their brands. Most articles on digital content contribute to the basic concept or development of marketing it in literature. Actually, compared with traditional value chains for common products or services, the digital content industry seems to have more potential value. Because quite a bit of digital content is free to the consumer, price is not necessarily perceived as an indicator of the quality or value of information (Rowley 2008). It becomes evident that a current theme in digital content is the issue of "value," and research on customers' perceived value of digital content is a necessity. This article argues that experiential value has an advantage in customers' evaluations of digital content. Two different but related contributions to the understanding of "value" of digital content are made here. First, based on the comparison of digital content with products and services, the article proposes two key characteristics that make experiential strategy available for digital content: intangibility and near-zero reproduction cost. On top of that, based on the discussion of the gap between company's idealized value and customer's perceived value, this article emphasizes that digital content prices and pricing of digital content is different from products and services. As a result of intangibility, prices may not reflect customer value. Moreover, the cost of digital content in the development stage may be very high while reproduction costs shrink dramatically. Moreover, because of the value gap mentioned before, the pricing polices vary for different digital contents. For example, flat price policy is generally used for movies and music (Magiera 2001; Netherby 2002), while for continuous demand, digital content such as online games and anti-virus programs involves a more complicated matter of utility and competitive price levels. Digital content companies have to explore various kinds of strategies to overcome this gap. Rethinking marketing solutions such as advertisements, images, and word-of-mouth and their effect on customers' perceived value becomes essential. China's digital content industry is becoming more and more globalized and drawing special attention from different countries and regions that have respective competitive advantages. The 2008-2009 Annual Report on the Development of China's Digital Content Industry (CCIDConsulting 2009) indicates that, with the driven power of domestic demand and governmental policy support, the country's digital content industry maintained a fast growth of some 30 percent in 2008, obviously indicating the initial stage of industry expansion. In China, anti-virus programs and other software programs which need to be updated use a quarter-based pricing policy. Customers can download a trial version for free and use it for six months or a year. If they want to use it longer, continuous payment is needed. They examine the excellence of the digital content during this trial period and decide whether to pay for continued usage. For China’s music and movie industries, as a result of initial development, experiential strategy has not been much applied, even though firms in other countries find the trial experience and explore important strategies(such as customers listening to music for several seconds for free before downloading it). For the above reasons, anti-virus program may be a representative for digital content industry in China and an exploratory study of the advantage of experiential value in customer's perceived value of digital content is done in the anti-virus market of China. In order to enhance the reliability of the survey data, this study focused on people who were experienced users of anti-virus programs. The empirical results revealed that experiential value has a positive effect on customers' perceived value of digital content. In other words, because digital content is intangible and the reproduction costs are nearly zero, customers' evaluations are based heavily on their experience. Moreover, image and word-of-mouth do not have a positive effect on perceived value, only on experiential value. That is to say, a digital content value chain is different from that of a general product or service. Experiential value has a notable advantage and mediates the effect of image and word-of-mouth on perceived value. The results of this study help provide an understanding of why free digital content downloads exist in developing countries. Customers can perceive the value of digital content only by using and experiencing it. This is also why such governments support the development of digital content. Other developing countries whose digital content business is also in the beginning stage can make use of the suggestions here. Moreover, based on the advantage of experiential strategy, companies should make more of an effort to invest in customers' experience. As a result of the characteristics and value gap of digital content, customers perceive more value in the intangible digital content only by experiencing what they really want. Moreover, because of the near-zero reproduction costs, companies can perhaps use experiential strategy to enhance customer understanding of digital content.

• Journal of KIISE:Software and Applications
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• v.30 no.7_8
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• pp.672-680
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• 2003

A shopbot is a software agent whose goal is to maximize buyer´s satisfaction through automatically gathering the price and quality information of goods as well as the services from on-line sellers. In the response to shopbots´ activities, sellers on the Internet need the agents called pricebots that can help them maximize their own profits. In this paper we adopts Q-learning, one of the model-free reinforcement learning methods as a price-setting algorithm of pricebots. A Q-learned agent increases profitability and eliminates the cyclic price wars when compared with the agents using the myoptimal (myopically optimal) pricing strategy Q-teaming needs to select a sequence of state-action fairs for the convergence of Q-teaming. When the uniform random method in selecting state-action pairs is used, the number of accesses to the Q-tables to obtain the optimal Q-values is quite large. Therefore, it is not appropriate for universal on-line learning in a real world environment. This phenomenon occurs because the uniform random selection reflects the uncertainty of exploitation for the optimal policy. In this paper, we propose a Mixed Nonstationary Policy (MNP), which consists of both the auxiliary Markov process and the original Markov process. MNP tries to keep balance of exploration and exploitation in reinforcement learning. Our experiment results show that the Q-learning agent using MNP converges to the optimal Q-values about 2.6 time faster than the uniform random selection on the average.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.125-146
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• 1989

This paper is examine the problems of U.S.-Korea Air Service Agreement and recommend some directions for its improvement under the rapidly changing circumstance and growing importance of Korean penisula. Since the provisional agreement of 1949, U.S. -Korea Air Service Agreement has consistently been favorable to U.S. side. Fair and equal opportunity is the principle and basis of the bilateral air agreement. Notwithstanding such principle, it is only the U.S. carriers who can freely enter into any market, under the discretion of business strategy, while Korean carrier can serve only three points including Honolulu. In an effort to recitify such serious imbalance, Korea continuousely requested additional rights and has given utmost efforts to accommodate requests made by U.S. carries without much success. When we review aviation market between Korea and U.S. under the present agreement, Korea is fully open to U.S. carries as they can connect from any or all points in the U.S. via any or all points in Korea and all points beyond Korea. Increased number of U.S. carriers are enjoying greater utilization of the opportunity accorded them. Four(4) U.S. carries now operate to Korea using thirteen(13) gateway points and about one hundred fifty(150) on-line points in the U.S. such imbalance can be well understood when we review the exchange of traffic rights between the U.S. and the Pacific rim countries. During the yeras following the 1978 agreement with Korea, the U.S. proceeded to sign liberal agreements with Thailand, Taiwan, Singapore and the Phillipines. In exchange, the U.S. granted the four Pacific rim countries substantially greater rights than were granted to Korea, although Korea was the first Asian nation to sign a pro-competitive aviation agreement which granted U.S. carriers unrestricted market access and pricing flexibility. Moreover, Korea ranks the 2nd trading and tourist partner to the U.S. among the Pacific rim countries (Japan is the largest partner to the U.S. in terms of both trade and tourist market). In this paper such problems in the Korea-U.S. Air Services Agreement are analyzed in terms of historical perspective, U.S. Aviation policy, imbalance status in detail cases, discrimination to Korea comparing to other Asian countries, and theoretical application. And further it discusses current aviation issues between Korea and U.S. such as the ratification of 1980 MOU and various doing business issues of U.S. carriers in Korea. Finally, this paper concludes the analysis and suggests some directions to improve and rectify the problems and imbalance of U.S.-Korea Air Services Agreement in question.

• International Journal of Railway
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• v.1 no.4
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• pp.129-133
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• 2008

Over the last $15{\sim}20$years, many countries have adopted policies of railway privatization to keep up with increasing competition from road and air transport. Although each country and case has its own history, market characteristics, political context as well as administrative process, railway privatizations (including railway restructure, concession etc.) in the west usually are accompanied with the establishment of new regulatory regimes. Therefore, railway governance has been innovating towards an interaction of government, regulator, industry bodies, user groups, trade unions and other interested groups within the regulatory framework. However, it is not the case in China. Although China had seen a partial privatization in some branch lines and is experiencing a much larger-scale privatization by establishing joint-ventures to build and operate high-speed passenger lines and implementing an asset-based securitization program, administrative control still occupies absolutely dominant position in the railway governance in China. Ministry of Railway (MOR) acts as the administrator, operator as well as regulator. There is no national policy that clearly positions railway in the transportation network and clarifies the role of government in railway development. There is also little participation from interested groups in the railway policy making, pricing, service standard or safety matter. Railway in China is solely governed by the mere executive agency. Efficiency-focused economic perspective explanation is far from satisfaction. A wider research perspective from political and social regime is of great potential to better explain and solve the problem. In the west, separation and constrains of power had long been established as a fundamental rule. In addition to internal separation of political power(legislation, execution and jurisdiction), rise of corporation in the 19th century and association revolution in the 20th century greatly fostered the growth of economic and social power. Therefore, political, social and economic organizations cooperate and compete with each other, which leads to a balanced and resonable power structure. While in China, political power, mainly party-controlled administrative power has been keeping a dominated position since the time of plan economy. Although the economic reform promoted the growth of economic power of enterprises, it is still not strong enough to compete with political power. Furthermore, under rigid political control, social organizations usually are affiliated to government, independent social power is still too weak to function. So, duo to the limited and slow reform in political and social regime in China, there is an unbalanced power structure within which political power is dominant, economic power expanding while social power still absent. Totally different power structure in China determines the fundamental institutional environment of her railway privatization and governance. It is expected that the exploration of who act behind railway governance and their acting strength (a power theory) will present us a better picture of railway governance as a relevant transportation mode. The paper first examines the railway governance in China and preliminarily establishes a linkage between railway governance and its fundamental institutional environment, i.e. power structure in a specific country. Secondly, the reason why there is no national policy in China is explored in the view of political power. In China, legislative power is more symbolic while party-controlled administrative power dominates political process and plays a fundamental role in Chinese railway governance. And then, in the part three railway finance reform is analyzed in the view of economic power, esp. the relationship of political power and economic power.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.2
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• pp.667-675
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• 2021

The purpose of this study is as follows: First, to analyze the spatial structure of Jeju by analyzing the rate of parking demand and supply; Second, to determine the parking service imbalance between regions; and third, to elucidate the causes of this spatial structural parking service imbalance and provide effective measures. Due to the rapid population and tourism growth, Jeju is suffering from traffic congestion and serious parking problems. For this, the ways to efficiently utilize the existing parking spaces were identified through spatial structure analysis based on the parking demand and supply in the Jeju area. As short-term policy, the following changes were proposed: switching to small-scale eup or myeon blocks of parking space, use of shared parking system, and repairing side streets in residential areas. As mid-to-long-term policy, it is linked to other means of transportation as follows: parking demand management policy through modal share by reorganizing public transportation routes or expanding traffic facilities; securing park-and-ride lots; and different parking pricing for different time periods. To implement these policies, each area of the public sector, private sector, and private-public partnership should develop the bond of sympathy by areas and participants.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.129-153
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• 2017

Fair Competition policy in aviation field has been discussed since open skies policy began in 1970s. This issue has been also the main topic in the ICAO's Worldwide Air Transport Conference, the Air Transport Symposium, etc. ICAO defines competition as the existent or potential rivalry between two or more operators, carriers or groups, striving for advantages in the same market based on different prices, qualities and services. In a broader sense, the definition includes more various meanings; reasonable, fair, effective, and unrestricted competitions. Nowadays, competition laws and regulations to air transportation have been applied more frequently and the issues varies from antitrust immunity, mergers and alliances, abuse of dominant positions, capacity dumping and predatory pricing, sales and marketing, to airport charges and fees, state aid and loan guarantees. Now, the competition among the airlines or nations in aviation industry is changing to cooperation level. A lot of airlines try to survive by various cooperation methods. Therefore the policy of Korean aviation industry should be developed, taking so-called "the viewpoint of national aviation industry ecosystem" into consideration and Korean government should prepare a policy of fair competition to cope with it. First, in the process of open skies policy with neighboring countries such as China, Japan and the Middle East, it is necessary to apply the fair competition act and prepare laws and regulations to implement it. Second, the standards of effective ownership and control of air transportation business should be reviewed. Third, in preparation for aviation agreements and liberalization, the Korean aviation industry needs to study and review competition and cooperation issues through the analysis of strict aviation market structure for airlines and airport operations. Fourth, it is necessary to create a fair air transportation environment for the development of air transportation and competitiveness through preemptive policies such as the approval of mergers, acquisitions, JV and the ripple effects analysis.