As power consumption increases, more power utilities are required to satisfy the demand and consequently results in tremendous cost to build the utilities. Another issue in construction of power utilities to meet the peak demand is an inefficiency caused by surplus power during non-peak time. Therefore, most power company considers power demand management with time-based electricity rate policy which applies different rate over time. This paper considers an optimal machine operation problem under the time-based electricity rates. In TOC (Theory of Constraints), the production capacities of all machines are limited to one of the bottleneck machine to minimize the WIP (work in process). In the situation, other machines except the bottleneck are able to stop their operations without any throughput loss of the whole manufacturing line for saving power utility cost. To consider this problem three integer programming models are introduced. The three models include (1) line shutdown, (2) block shutdown, and (3) individual machine shutdown. We demonstrate the effectiveness of the proposed IP models through diverse experiments, by comparing with a TOC-based machine operation planning considered as a current model.

As sewerage systems have obsolete, as quality and service level standards increase, and as rain characteristics change, the sewerage utility authorities are challenged to develop cost recovery strategies that assure financial sustainability. In this study, we conducted scenario analysis to examine the effect of three alternatives of partial or full sewerage cost recovery in Seoul during 2014-30 periods. It turned out that the alternative 1 is optimal and recommended. According to alternative 1, we had better increase annually sewerage fee by 14.8% until 2020 and thereafter apply only the inflation rate in setting sewerage fee. It would gradually decrease the deficit after 2019. The accumulated deficit of 13 billion Won in 2030 was estimated.We expect that this kind of analysis may provide useful informations to help sewage utility staffs, decision makers, and regulatory authorities understand, develop and implement ultimate full cost recovery strategy for many municipalities.

As sewer flooding frequents due to localized and concentrated stormwater and increased non-permeable surface area after urbanization, building cities with sound water recycle and accordingly efficient management of rainwater is demanded. To do this, the existing sewage (including rainwater) fee imposition system should be philosophically evaluated. This study presents problematic issues of the existing domestic sewage fee imposition system considering the principle of sharing costs on the service of sewage and rainwater collection and treatment. Four methods to improve the existing sewage fee imposition system are suggested: 1) imposing stormwater fee according to Polluter Pays Principle, 2) clarification of the share of public sector, 3) reducing or exempting the sewerage fee for inhabitants reducing urban runoff by constructing their own rainwater management facilities, 4) imposing charge for discharging rainwater to sewers due to new development action. Short, mid, or long term planning for rainwater management is recommended considering the situation of each municipality.

本文研究遼金時期山東詩人的用韵, 全面考察了山東地區的韵部系統, 希望补充一些遼金时代用韵資料。本文考察了遼金時期山東詩人的3399首 3705箇韻段,其硏究結果如下: 遼金時期山東詩人型式上的特点是一、道士詩的比率高,二、全真七子 詩裏有一字韻,藏頭詩和“攒()字”（括號里是数字，一般是二、三、五等数 字）等特殊韻例。 遼金時期山東詩人用韵上的特點是一、道士詩裏用仄聲韻的近體詩比較 多, 二、近體詩用韵體系归为十六个韵部：陰声韵七个韵部（歌戈、家麻、 魚模、尤侯、皆来、支微、蕭豪）、陽声韵九个韵部（真文、先仙、寒山、 侵尋、覃銜、鹽添、東鍾、陽唐、庚青）。古體詩的用韵體系归为18个韵 部：陰声韵七个韵部與近體詩相同、陽声韵七个韵部（真文、寒先、侵尋、 覃咸、東鍾、陽唐、庚青）、入声韵4个韵部（屋烛、鐸覺、薛月、德質）,三、出現韵部之間的合韵:尤侯部與魚模部,支微部與皆來部,先仙部與寒 山部,眞文部與寒先部,侵尋部與覃咸部,陽唐部與東鍾部,還有三个陽声韵 尾之間的合韵,四、入声韵的韵部比較乱。而且數量少,因此不好歸納爲完 整的韻部系統。

本文研究遼金時期山東詩人的用韵, 全面考察了山東地區的韵部系統, 希望补充一些遼金时代用韵資料。本文考察了遼金時期山東詩人的3399首 3705箇韻段,其硏究結果如下: 遼金時期山東詩人型式上的特点是一、道士詩的比率高,二、全真七子 詩裏有一字韻,藏頭詩和“攒()字”（括號里是数字，一般是二、三、五等数 字）等特殊韻例。 遼金時期山東詩人用韵上的特點是一、道士詩裏用仄聲韻的近體詩比較 多, 二、近體詩用韵體系归为十六个韵部：陰声韵七个韵部（歌戈、家麻、 魚模、尤侯、皆来、支微、蕭豪）、陽声韵九个韵部（真文、先仙、寒山、 侵尋、覃銜、鹽添、東鍾、陽唐、庚青）。古體詩的用韵體系归为18个韵 部：陰声韵七个韵部與近體詩相同、陽声韵七个韵部（真文、寒先、侵尋、 覃咸、東鍾、陽唐、庚青）、入声韵4个韵部（屋烛、鐸覺、薛月、德質）,三、出現韵部之間的合韵:尤侯部與魚模部,支微部與皆來部,先仙部與寒 山部,眞文部與寒先部,侵尋部與覃咸部,陽唐部與東鍾部,還有三个陽声韵 尾之間的合韵,四、入声韵的韵部比較乱。而且數量少,因此不好歸納爲完 整的韻部系統。

요금을 지불하게 되는 유료도로에 대해서는 별도의 가중치를 산정하여 교통계획 모형 내에서 모델링 할 수 있도록 해야 하나 현존하는 유료도로의 가중치 산정방법에서 발생하는 문제점은 현실과 유사한 통행패턴을 설명하기에 부적당하다. 본 연구는 국가교통DB센터에서 이미 정산된 가중치, 차종별 시간가치를 적용한 가중치 그리고 차로수별 교통량 비율로 수정된 가중치로서 총 세 개의 대안을 선정하여 비교 분석하였다. 그 결과 국가교통DB센터에서 정산되어 차로수의 구분없이 동일한 가중치를 적용하였을 경우에는 허용오차범위 내에 포함된 샘플수가 다른 시나리오에 비해 비교적 다수 포함되었으나 현재 유료도로의 차로수별 할인율과 할증률을 반영하지 않고 정산되었다는 점에서 현실에 맞지 않는 방법론으로 분석되었다. 또한 차종별 시간가치를 이용한 가중치는 현재 적용되는 가중치 중에서 가장 이론적으로 정립되었다고 할 수 있으나 가중치의 비율이 낮게 적용됨으로서 배정교통량이 과다예측 되는 결과로 나타났다. 그러나 차종별 시간가치와 차로수별 교통량 비율을 합산하여 재 산정한 가중치를 적용한 결과는 세 개의 대안 중 가장 현실에 근접한 통행배정 결과로 분석되었다. 또한 통행배정 방법에 있어 총량OD평형배정방법이 PCU통행배정방법보다 현실에 가까운 배정결과가 나타나는 것으로 나타났다.

유료도로 건설계획시 적정 통행료의 산정은 사업의 경제성 분석에 매우 중요한 요소가 되며, 또한 어려운 일이다. 본 연구에서는 경남의 거제도와 부산의 가덕도를 연결하는 유료 거가대교를 대상으로 하여 SP(Stated Preference)자료를 이용하여 적정요금을 산정하고자 하였다. 이를 위해 거가대교의 잠재이용자인 국도 14호선을 이용하는 승용차 운전자들에 대해 거가대교가 개통된다는 가정하에서 다양한 절약시간 및 요금체계에 대해 설문조사를 하여 SP자료를 수집하였다. 이 SP자료를 이용하여 인간이 개략적인 추론을 통하여 결론에 도달하는 과정을 퍼지이론을 이용하여 모형화한 퍼지근사추론모형을 구축하였으며 이 모형을 이용하여 적정요금을 산정하고 조사대상 승용차 이용자들의 시간가치에 의해 검정하였다. 퍼지추론 모형 구축을 위해서는 통행절약시간과 요금이 입력변수로 선정되었으며 이용률이 출력변수로 선정되었다. 절약시간은 3개의 퍼지집합으로, 요금과 이용률은 각각 5개의 퍼지집합으로 구분되었다. 각 퍼지집합들은 triangular 형태와 trapezoidal 행태의 멤버쉽함수를 사용하였으며 총 12개의 퍼지규칙이 정립되었다. 구축된 퍼지근사추론 모형을 이용하여 각 요금수준에서의 이용률을 추정하고 수입을 최대로 하는 요금수준을 적정요금으로 산정하였다. 순위프로빗 모형에 의한 결과치와의 평균에 의해 추정된 절약 통행시간별 적정요금은 1시간30분 절약시는 요금수준 8,350원, 1시간 절약시는 6,250원, 30분절약시는 3,900원으로 산정되었다. 절약 통행시간 1시간에서의 적정요금 6.250은 승용차 운전자들의 시간가치의 50% 수준으로 과도한 요금은 아니므로 본 연구에서 적용한 기법이 타당성이 결여되지 않는 것으로 판단된다.

It is known that traffic volume, which is representative of live bridge, has a significant effect on service level (LOS: level of service) and structural displacement of bridge. In particular, if the traffic volume is distributed in the traffic congestion time zone on the toll road, it is possible to manage efficiently in terms of customer satisfaction and maintenance management operation such as improvement of service level and structural integrity. To do this, it is necessary to induce the distribution of traffic in the congestion time zone, and it is necessary to apply the differential pricing system such as the congestion charge and the difference of toll by time. In this study, we analyzed traffic aggregation by time zone for the subdivision and advancement of the Gwangan bridge uniform fare system.

본 연구에서는 다음과 같은 세 가지 측면에서 광역상수도 요금제도 개선 방향을 분석하였다. 첫째, 지금까지 기존 연구에서는 거의 논의가 없었던 용도별(생활용수, 공업용수) 차등요금을 부과하는 방안을 분석하였다. 먼저 현행 용도별 동일 요금체계의 문제점을 지적하고 용도별 차등화 요금 설정을 위한 몇 가지 방법론을 제시하였으며, 다소 제약적인 가정에서지만 실증자료를 이용하여 람지(Ramsey) 가격을 계산해 보았다. 둘째, 첨두부하요금(계절별 차등 요금)과

The amount of the Korean export & import in 1987 reached 88.3 billion which was 1.75% of the total world trade and the proportion of foreign dependence to G.N.P was 74.5%. From these facts, we can infer that the development of national economy is largely dependent upon trade. Therefore the role of transportation, especially Ocean transportation, as a basis of economic development through trade is one of the main factors that can not be passed over. Here, We can define that a port as a subsystem of transportation determines the efficiency of the total transportation system. Thus, the purpose of this paper is to contribute in improvement of the efficiency in port, reinforcement of the international competitiveness for exporting goods by the analysis of the cargo handling charges. In order to do this, this paper deals the case of B.C.T.O.C. Furthermore, this study gives some important informations related to the level of tariffs for establishing an autonomous port administration. The Summary of the conclusions of this paper is as follows ; 1) The object of port administration in Korea has been emphasized on the maximization of efficiency in using the port facilities. Nowadays, however, it should be moved to a direction that port is operated under the compound aims considering the public interests and economy. 2) For a criterian of tariff calculation, A tariff system based on the cost accounting is desirable. In general it is recommended that the cost for construction, management, and operation of port is compensated by the revenue from port operation. Therefore, it is necessary for the administration bodies of each port to establish a tariff system on the basis of the independent profit system. 3) For the investigation of actors of tariff adjustment by the Break-even point analysis, (1) When we conducted the B.E.P analysis using total cost as cost term, we got 3.8% discount in tariff at 12% of target profit rate and 1.5% discount at 15% of rate. when we set the target profit rate as 17% we could have the proper tariff level. (2) When using operating cost as cost term, we got 13.1% discount in tariff at 12% of target profit rate and 10.9% discount at 15% of rate. When setting the target profit rat as 28%, we could have the proper tariff level. 4) Comparing with the tariffs of foreign ports for the basic terminal rate, The tariff level of B.C.T.O.C showed 33% of stevedoring charge and 80% of marshalling charge incurred at Kobe port. The comparison with Singapore port gave 50% of transhipment charge and 17% - 20 % of stevedoring charge. 5) We found that the financial structure of B.C.T.O.C was better than those of other companies and the worth fixed assets ratio was too low. The fact of low worth fixed assets ratio implies that the cargo handling facilities should be increased. Moreover, The return of assets for B.T.T.O.C was good but non-operating expenses were still contained too much in. Therefore, we think that it is necessary for B.C.T.O.C. to rationalize business management. Although the present cargo handing charge for B.C.T.O.C is a proper level in terms of a public corporation, for the final recommendation in connection to the results, It is required to take the rationalization process for business management.